Aircraft Marshalls - Ministry of Transport and Civil Aviation
Aircraft Marshalls - Ministry of Transport and Civil Aviation
Aircraft Marshalls - Ministry of Transport and Civil Aviation
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KAIA Afganistan International Airport<br />
<strong>Aircraft</strong> Marshaller<br />
Kabul March the 17th <strong>of</strong> 2010
TABLE OF CONTENTS<br />
CHAPTER PAGE TOPIC SECTION<br />
I 7 Personnel Safety in <strong>Aircraft</strong> <strong>and</strong><br />
Load H<strong>and</strong>ling Operations<br />
7 ................................................ Introduction<br />
8 ................................................ <strong>Aircraft</strong> Marshaller Curriculum<br />
8 ................................................ Personal Equipment<br />
9 ................................................ <strong>Aircraft</strong> Ground H<strong>and</strong>ling<br />
10 ................................................ Operating Practices<br />
12 ................................................ Portable Electronic Devices (PED)<br />
12 ................................................ Load h<strong>and</strong>ling<br />
II 14 Fire Protection <strong>and</strong> Prevention<br />
III 15 Chocking <strong>of</strong> <strong>Aircraft</strong><br />
IV 16 Use <strong>of</strong> Marker Cones<br />
V 16 Ground Support Equipment<br />
Operations<br />
18 ................................................ Circle <strong>of</strong> Safety<br />
19 ................................................ Equipment Restraint Area (ERA)<br />
VI 21 ................................................ Guide-man H<strong>and</strong> Signal for GSE operation<br />
21 ................................................ Off Bridge Passenger Operations<br />
22 ................................................ Mobile Ground level Covered Walkway<br />
Operations<br />
VII 22 <strong>Aircraft</strong> Fuelling Operation<br />
22 ................................................ Introduction<br />
22 ................................................ Definition <strong>of</strong> Fuelling Safety Zones<br />
22 ................................................ Fuel Safety Zones Description<br />
23 ................................................ Safe fuelling Procedures<br />
25 ................................................ In the event that fuelling must take place with<br />
one aircraft engine running:<br />
25 ................................................ Fuelling with passengers on board:<br />
26 ................................................ Emergency Procedures<br />
VIII 27 De/Anti Icing <strong>of</strong> <strong>Aircraft</strong><br />
IX 28 Severe Weather Operations<br />
28 ................................................ Introduction<br />
28 ................................................ Scope<br />
28 ................................................ Weather definitions<br />
28 ................................................ Working in Extreme Temperatures (hot <strong>and</strong> cold)<br />
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CHAPTER PAGE TOPIC SECTION<br />
29 ................................................ Severe Weather Forecasting<br />
30 ................................................ High Winds<br />
30 ................................................ Lightning<br />
30 ................................................ Low Visibility <strong>and</strong> Ground Icing<br />
30 ................................................ Notification Methods<br />
31 ................................................ What to do when Severe Weather is Imminent<br />
31 ................................................ General<br />
31 ................................................ High winds<br />
31 ................................................ Secure aircraft<br />
31 ................................................ Loading bridges<br />
32 ................................................ Ground support equipment<br />
32 ................................................ Baggage <strong>and</strong> Cargo<br />
32 ................................................ <strong>Aircraft</strong> Cleaning<br />
32 ................................................ Facilities<br />
32 ................................................ Passenger Safety<br />
32 ................................................ Fight crews<br />
32 ................................................ Shift change<br />
32 ................................................ Lightning<br />
33 ................................................ Low visibility<br />
33 ................................................ Operations in Snow &Ice Conditions<br />
33 ................................................ Lightning Safety<br />
34 ................................................ Lightning Protection<br />
34 ................................................ Personnel Safety<br />
X 35 Safety Considerations For <strong>Aircraft</strong><br />
Movement Operations<br />
35 ................................................ Introduction<br />
35 ................................................ Definitions<br />
35 ................................................ Recommendation<br />
35 ................................................ General<br />
36 ................................................ Pushback Operations<br />
37 ................................................ Nose-gear controlled (towbarless)<br />
39 ................................................ Main-gear controlled<br />
40 ................................................ Power Back Operations<br />
41 ................................................ Towing Operations<br />
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CHAPTER PAGE TOPIC SECTION<br />
42 ................................................ Movement In/Out <strong>of</strong> Hangars<br />
43 Ground / Flight Deck<br />
Communication<br />
43 ................................................ Minimum Ground Staff/Cockpit Crew<br />
Phraseologies<br />
45 Peculiarities <strong>of</strong> Some KAIA<br />
<strong>Aircraft</strong>s<br />
XI 45 ................................................ WINGSPAN, LENGTH & PARKING POSITIONS OF<br />
KAIA AIRCRAFS:<br />
46 ................................................ SAFETY DISTANCE OF KAIA<br />
AIRCRAFTS<br />
XII 47 Pacing Wingspans<br />
47 ................................................ Remember<br />
47 ................................................ On being a “wing walker”<br />
XIII <strong>Aircraft</strong> Signalling Signals Used For <strong>Aircraft</strong> Movement on the<br />
Apron<br />
63 ................................................ Signals Used for Helicopters<br />
67 ................................................ Signal from the Pilot <strong>of</strong> an <strong>Aircraft</strong> to the<br />
Marshaller<br />
70 ................................................ H<strong>and</strong> Signals<br />
XIV 70 Radio Communications<br />
Procedures<br />
71 ................................................ <strong>Aviation</strong> Phraseology<br />
76 ................................................ <strong>Aviation</strong> Alphabet<br />
77 ................................................ Light Signals<br />
XV 77 Recommendations For Apron<br />
Markings <strong>and</strong> Sings<br />
77 ................................................ REQUIREMENTS<br />
78 ................................................ CHARACTERISTICS<br />
78 ................................................ RECOMMENDATIONS<br />
78 ................................................ Service Roads<br />
79 ................................................ Directional markings<br />
80 ................................................ Traffic speed-limit markings<br />
80 ................................................ Pedestrian Crossings/Walkways<br />
81 ................................................ St<strong>and</strong>/Gate Safety Line<br />
81 ................................................ “No Parking” Areas<br />
................................................ Ground Support Equipment Parking Areas<br />
XVI 84 Runway <strong>and</strong> Taxiway Markings<br />
XVII 86 Definition <strong>of</strong> Terms<br />
XVIII 89 Abbreviations<br />
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I. Personnel Safety in <strong>Aircraft</strong> <strong>and</strong> Load<br />
H<strong>and</strong>ling Operations<br />
Introduction<br />
The objective <strong>of</strong> this training is to build a firm foundation in the marshalling<br />
fundamentals for all new marshallers <strong>and</strong> a refresher for skilled ones in KAIA<br />
International Airport.<br />
By the end <strong>of</strong> this training you will demonstrate the ability to control the movement<br />
<strong>of</strong> an aircraft on the apron using the International <strong>Civil</strong> <strong>Aviation</strong> Organization<br />
(ICAO) signals <strong>and</strong> the North Atlantic Treaty Organization (NATO) St<strong>and</strong>ardization<br />
Agreement 3117, <strong>and</strong> be familiar with the inherent dangers in apron operations <strong>and</strong><br />
plan ways to minimize them.<br />
The CST service is a group <strong>of</strong> specialist not associated with any other work team<br />
<strong>and</strong> are responsible only to Air Operations Chief. Their work is to ensure a safe<br />
environment for ground crew members, aircrafts, <strong>and</strong> apron visitors.<br />
The fundamental purpose <strong>of</strong> a marshaller is to control the movement <strong>of</strong> an<br />
aircraft prior to <strong>and</strong> after the flight. This function is performed mainly on the<br />
apron <strong>and</strong> occasionally on the taxiway <strong>and</strong> runway; taking care <strong>and</strong> ensuring that the<br />
movement area is clear <strong>of</strong> vehicles <strong>and</strong> pedestrian traffic. This function is<br />
accomplished using ICAO APPROVED marshalling h<strong>and</strong> signals.<br />
The primary maxim <strong>of</strong> the KAIA Marshaller is:<br />
“LET’S DO IT BETTER THAN PERFECT.”<br />
In order to function as a marshaller, you must be:<br />
KNOWLEDGEABLE<br />
DECISIVE<br />
ALERT<br />
HIGHLY MOBILE<br />
FLEXIBLE<br />
COOL HEADED<br />
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GOOD COMUNICATOR<br />
LAND CRUISER<br />
COOPERATIVE
Marshalling is a team work <strong>and</strong> the team leader is known as the FOLLOW ME<br />
CHIEF. The chief is responsible for the overall activity <strong>of</strong> the marshallers at the<br />
apron. He is the coordinator, administrator, final decision maker, <strong>and</strong> is directly<br />
responsible to Air Operations Chief. Problems with uncooperative personnel or<br />
pilots, or equipment problems should be brought to the attention <strong>of</strong> Air Operations<br />
Chief.<br />
<strong>Aircraft</strong> Marshaller Curriculum<br />
• Be qualified by a recognized aeronautical organization <strong>and</strong> demonstrate a<br />
broad experience in marshalling.<br />
• Be used to the KAIA CST <strong>Aircraft</strong> Marshaller Guide.<br />
• Have a minimum LPS English Level <strong>of</strong> 2222, in accordance with STANAG<br />
6001.<br />
• Be in possession <strong>of</strong> the KAIA driver’s license.<br />
• Be familiar with radio <strong>and</strong> telephone procedures in order to communicate with<br />
Air-Ops & ATC Tower.<br />
• Be in possession <strong>of</strong> a NATO SECRET security clearance.<br />
Personal Equipment<br />
Suggested gears for members <strong>of</strong> ISAF KAIA Marshalling Team:<br />
• Good pair <strong>of</strong> safety leather shoes or boots. Nylon does not breathe <strong>and</strong> will<br />
become uncomfortable after 14 or more hours on the ramp.<br />
• Approved hearing protection should be worn when working in noise-intensity<br />
areas, i.e. on the apron, maintenance lines, etc.<br />
• Leather protective gloves appropriated to the job function. You may get hot<br />
oil or hydraulic fluid on them <strong>and</strong> cloth gloves will absorb those fluids.<br />
• Yellow cap with the acronym KAIA FOLLOW ME.<br />
• Qualified marshallers should wear outer garments that contain reflective<br />
material <strong>and</strong> are <strong>of</strong> high visibility colours. The design, material <strong>and</strong> layout <strong>of</strong><br />
the high visibility garment should take into consideration the specific weather<br />
conditions <strong>of</strong> KAIA International Airport.<br />
• Motorola TalkAbout 250 radio. (Or equal).<br />
• Pen/Pencil <strong>and</strong> notepad for briefing notes.<br />
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• Safety sunglasses, face protection, sunscreen, whistle, small torch, short flat<br />
blade screwdriver, <strong>and</strong> spare batteries for your radio.<br />
• Jewellery such as rings <strong>and</strong> identification bracelets must not be worn.<br />
<strong>Aircraft</strong> Ground H<strong>and</strong>ling<br />
This guide provides information <strong>and</strong> guidance for the h<strong>and</strong>ling <strong>of</strong> aircraft on the ground. The<br />
aviation industry has found through experience that firm safety practices deter accidents. This<br />
guide contains generally accepted information <strong>and</strong> safety practices, which may help, prevent<br />
injuries to personnel <strong>and</strong> damage to aircraft.<br />
Direct movement <strong>of</strong> aircraft. The person directing an aircraft that is being taxied should be far<br />
enough ahead <strong>and</strong> to the pilots left so that the pilot has an unobstructed view <strong>of</strong> him.<br />
a. Use st<strong>and</strong>ard h<strong>and</strong> signals as applicable.<br />
b. When directing aircraft during darkness or inclement weather the marshaller should<br />
use illuminated or reflective w<strong>and</strong>s.<br />
c. Movement <strong>of</strong> aircraft in congested areas should be avoided. However, when<br />
necessary, additional marshallers or security should be stationed near the aircraft<br />
wing-tips to ensure that adequate clearance is maintained.<br />
Parked <strong>Aircraft</strong>. When an aircraft is parked, the main gear wheels should be chocked fore <strong>and</strong><br />
aft. If the aircraft is to remain overnight or if winds are expected, flight control locks should be<br />
used <strong>and</strong> the aircraft tied down.<br />
Visual check <strong>of</strong> aircraft. If it is possible you should make it a habit <strong>of</strong> visually inspecting the<br />
aircraft before the crew boards or leaves the aircraft. Advise them <strong>of</strong> any unsafe condition that may<br />
have been observed. This procedure may prevent unwarranted delays <strong>of</strong> the next departure.<br />
Examples <strong>of</strong> conditions observed: low or flat tires, cracked windows, loose propeller spinners, oil<br />
<strong>and</strong> fuel leaks, damaged flight surfaces, etc.<br />
CAUTION: Many people have been injured by propellers in a moment <strong>of</strong> carelessness. When it<br />
becomes necessary to position propellers, they should be h<strong>and</strong>led as if the engine is going to start.<br />
Before moving a propeller, always check to be sure the ignition switches are in the “<strong>of</strong>f” position,<br />
<strong>and</strong> the throttle <strong>and</strong> mixture control levers are in the “closed” position. Always st<strong>and</strong> clear <strong>of</strong><br />
propeller blade path, particularly when moving the propeller, because <strong>of</strong> a possible inadvertent<br />
engine start. Particular caution should be around warm engines.<br />
Tie-down aircraft. It is a good practice to always tie-down small aircraft after each flight <strong>and</strong><br />
large aircraft when unusually high winds are expected. When not in use, wheel chocks, tie-down<br />
ropes, or chains, <strong>and</strong> other equipment, may be stored safely near the wing tie-down anchor points<br />
on the ramp. These are usually located outside <strong>of</strong> the aircraft wheel traffic pattern. Wheel chocks<br />
should be painted a bright colour so they can be easily seen.<br />
Towing <strong>of</strong> aircraft. Persons performing towing operations should be thoroughly familiar with the<br />
procedures that apply to the type <strong>of</strong> aircraft being moved. Particular care must be exercised when<br />
pulling or pushing an aircraft with a tow vehicle.<br />
a. One should never tow an aircraft in congested areas without guidemen or marshallers to<br />
assist in determining that there is adequate clearance.<br />
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. No less than two people should be used to tow large aircraft, including a qualified person<br />
in the cockpit to operate the aircraft breaks, <strong>and</strong> a qualified tow vehicle operator.<br />
c. The man operating the tow vehicle should assure that the nose wheel or tail wheel lock is<br />
disengaged where applicable. He should also make certain that the nose wheel swiveling<br />
limits are not exceeded during the towing operation.<br />
d. The aircraft engines should not be operated during towing operations.<br />
e. The tow vehicle operator should avoid sudden starts <strong>and</strong> stops <strong>Aircraft</strong> brakes should be<br />
applied only in an emergency, on comm<strong>and</strong> from the tow vehicle operator or his clearance<br />
man.<br />
f. Clearance must be obtained from the airport control tower, either by appropriate radio<br />
frequency or by prior arrangement through other means, before moving aircraft across<br />
taxiways or runways.<br />
Taxiing <strong>of</strong> aircraft. Only rated pilots or other qualified persons should be authorized to taxi<br />
aircraft. Persons authorized to taxi aircraft should be familiar with the airport control<br />
communications procedures <strong>and</strong> radio frequencies.<br />
Operating Practices<br />
• Personnel shall not walk or st<strong>and</strong> on a moving conveyor belt.<br />
• Personnel must not ride up or down on the rear platform <strong>of</strong> a loader.<br />
• Personnel should never attempt to jump <strong>of</strong>f or on a moving vehicle.<br />
• Personnel should not be transported on equipment unless there is a seat for<br />
them.<br />
• Personnel on moving equipment must be seated properly <strong>and</strong> should keep<br />
their bodies within the confines <strong>of</strong> the vehicle structure.<br />
• Personnel must not ride on elevating platforms when the vehicle is in the<br />
drive mode.<br />
• Personnel should not walk on rollers or castors.<br />
• On arriving aircraft all personnel must remain clear <strong>of</strong> the propellers, engine<br />
inlets <strong>and</strong> exhausts until the engines have spooled down <strong>and</strong>, in the case <strong>of</strong><br />
propellers stopped turning. Personnel must not approach an aircraft until the<br />
anti-collision beacons have been switched <strong>of</strong>f. If, for defined operational<br />
purposes, specific personnel need to approach an aircraft before the anti-<br />
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collision beacons are switched <strong>of</strong>f, clearly defined procedures must be in<br />
place.<br />
• Personnel <strong>and</strong> equipment must not pass through the arc <strong>of</strong> the propeller at any<br />
time, including when it is stationary.<br />
• On departing aircraft, as soon as the anti-collision beacons are on, personnel<br />
must remain clear <strong>of</strong> propellers, engine inlets <strong>and</strong> exhausts. Personnel, unless<br />
required to perform a specific function must immediately vacate the area.<br />
There should be a clearly defined procedure detailing how personnel involved<br />
in the departure process are to remain clear <strong>of</strong> the aircraft when the anticollision<br />
bacons are on.<br />
• Personnel should st<strong>and</strong> clear <strong>of</strong> exits/entrances <strong>of</strong> facilities when a train <strong>of</strong><br />
carts/dollies passes.<br />
• Never drive behind an aircraft which has an engine running.<br />
• Never walk or drive in front <strong>of</strong> a running engine. Beware <strong>of</strong> suction from<br />
engines.<br />
• Never drive or park under aircraft wings, unless operationally required to do<br />
so. Do not obstruct the push back area.<br />
• Report all fuel, oil <strong>and</strong> other chemical spillages.<br />
• Drivers must, when reversing, use a guideman at all times unless a clear <strong>and</strong><br />
unobstructed view is available.<br />
• Leaving a vehicle unattended with the engine running in the vicinity <strong>of</strong> an<br />
aircraft is strictly prohibited.<br />
• Operators <strong>of</strong> equipment shall ensure that other personnel are not entrapped by<br />
movement <strong>of</strong> load/pallets/containers either in the aircraft or on the loading<br />
equipment.<br />
• Gates <strong>of</strong> loaded carts should be lowered carefully. Serious injuries have<br />
resulted from cargo tumbling out <strong>of</strong> carts.<br />
• Extreme care should be exercised when entering <strong>and</strong> leaving aircraft cabins,<br />
holds <strong>and</strong> compartments. <strong>Aircraft</strong> cabins shall only be entered or exited by<br />
using st<strong>and</strong>s, steps, or loadings bridges, which have been properly positioned<br />
<strong>and</strong> secured. Hold <strong>and</strong> compartments shall only be entered or exited by using<br />
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the appropriate elevating device, which has been positioned <strong>and</strong> secured, e.g.<br />
belt conveyor <strong>and</strong> cargo loader.<br />
• The surface <strong>of</strong> the apron must be kept free <strong>of</strong> any objects that might cause<br />
damage to aircraft or equipment. Examples <strong>of</strong> such objects are; catering items,<br />
baggage tags / straps, garbage.<br />
• Pick-up <strong>and</strong> place all Foreign Object Debris (FOD) in bins provided.<br />
• FOD bins are located at all aircraft parking bays. ALL airport employees <strong>and</strong><br />
users are required to pick up <strong>and</strong> deposit FOD in these bins.<br />
• Hazardous Waste must be removed <strong>and</strong> disposed <strong>of</strong> by the apron users.<br />
Failure to do so may result in disciplinary action.<br />
• Personnel should not walk between unit load devices (ULDs) which are being<br />
transported by vehicle or trailer. Nor should they walk between ULDs which<br />
are being held on the apron awaiting dispatch.<br />
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Portable Electronic Devices (PED)<br />
Portable Electronic Devices (PEDs) covers, but is not limited to, Mobile (Cell)<br />
Telephones, Portable Radios <strong>and</strong> Pagers. Where National, State or Local road traffic<br />
legislation exists governing the use <strong>of</strong> portable electronic devices, this should be<br />
applied airside. Only company approved <strong>and</strong> / or issued devices should be allowed<br />
airside, should not impair the use <strong>of</strong> Portable Protective Electronic (PPE) especially<br />
hearing protective cover. Personal PEDs, unless specifically authorized, should not<br />
be allowed airside.<br />
Use <strong>of</strong> portable electronic devices, especially mobile (cell) telephones, can cause<br />
loss <strong>of</strong> concentration <strong>and</strong> situational awareness, even to the pedestrian users.<br />
Communication should be relevant <strong>and</strong> as brief as possible.<br />
Load h<strong>and</strong>ling<br />
• Personnel should assess the weight <strong>and</strong> never attempt to lift or move more<br />
than their personal physical capabilities.<br />
• Recognized lifting techniques should be utilized at all times to reduce the<br />
risk <strong>of</strong> personnel injury.<br />
• H<strong>and</strong>ling load by the metal strapping, which is frequently used to bind<br />
heavy or awkward shipments, should be avoided.<br />
• All load should be set down easily (rather than dropping it) to avoid injuries<br />
to the feet <strong>and</strong> toes as well as to prevent damage to aircraft floor <strong>and</strong> load.<br />
• When moving pallets/containers, h<strong>and</strong>s <strong>and</strong> feet should be kept clear <strong>of</strong><br />
stops/locks/guides so they do not get caught between the pallet/container<br />
<strong>and</strong> the floor.<br />
• When h<strong>and</strong>ling live animals, fingers <strong>and</strong> h<strong>and</strong>s should be kept clear <strong>of</strong> the<br />
interior <strong>of</strong> the containers to avoid being bitten.<br />
• With the aim <strong>of</strong> reducing muscular/skeletal injuries to passenger h<strong>and</strong>ling<br />
<strong>and</strong> baggage loading employees, it is recommended that:<br />
� The maximum weight <strong>of</strong> any single piece <strong>of</strong> checked baggage should not<br />
exceed 23 kgs, without prior arrangement. “Heavy tags/labels must be<br />
placed on all pieces <strong>of</strong> baggage which exceed 23 kgs, with the actual<br />
weight <strong>of</strong> the piece to be shown on the “heavy” tag/label.<br />
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II. Fire Protection <strong>and</strong> Prevention<br />
• Fire prevention is more important than fire fighting.<br />
• Good housekeeping is essential. Garbage should not be allowed to accumulate,<br />
but should be disposed <strong>of</strong> into approved containers.<br />
• Any suspected or known fire must be reported immediately.<br />
• Faults in electrical wiring must be reported immediately.<br />
• Smoking shall NOT be permitted on any apron areas or in any vehicles on the<br />
apron.<br />
• The wearing <strong>of</strong> boots with steel tips showing, steel heels or nails in soles should<br />
be prohibited.<br />
• The location <strong>of</strong> fire-fighting equipment, fire alarms, emergency shut-<strong>of</strong>f, etc.<br />
must be known to personnel.<br />
• Access to fire-fighting equipment, fire alarms, emergency shut-<strong>of</strong>fs, etc. should<br />
not be obstructed.<br />
• If fire is discovered in a parked aircraft any persons on board should be<br />
immediately advised <strong>and</strong> evacuated.<br />
• If possible, doors <strong>and</strong> hatches etc, on aircraft should be closed.<br />
• If fire occurs on a piece <strong>of</strong> ground support equipment, First <strong>of</strong> all: “call the firebrigade”,<br />
meanwhile, it should be controlled utilizing either the apron<br />
extinguishers or extinguishers on the equipment. As soon as is practical, the<br />
equipment should be removed from the vicinity <strong>of</strong> the aircraft.<br />
• Equipment should not be operated in the vicinity <strong>of</strong> a fuel spill.<br />
• Personnel should know the types <strong>of</strong> fire-fighting equipment available <strong>and</strong> should<br />
be trained in their use.<br />
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Chocking <strong>of</strong> <strong>Aircraft</strong><br />
• Chocks should be <strong>of</strong> a high visibility colour <strong>and</strong> be identified by high visibility<br />
markings.<br />
• Chocks should be triangular in shape; with an approximate 45º angle at the<br />
corners.<br />
• Chocks should be made <strong>of</strong> a material that has a suitable coefficient <strong>of</strong> friction <strong>and</strong><br />
that has adequate rigidity.<br />
• The length <strong>of</strong> the chock should be such that is covers the full with <strong>of</strong> the wheel(s)<br />
required to be chocked.<br />
• The height <strong>of</strong> the chock should be in relation to the size <strong>of</strong> the wheel <strong>and</strong> the type<br />
<strong>of</strong> tyre.<br />
• Chocks should be stored in a dedicated area so that they are not the cause <strong>of</strong><br />
FOD.<br />
• Personnel should be made aware <strong>of</strong> dangerous areas in the vicinity <strong>of</strong> the aircraft<br />
wheels, such as hot brakes <strong>and</strong> protrusions, gear doors <strong>and</strong> antennae which could<br />
cause injury.<br />
• Chocks should be positioned on an aircraft according to airframe manufacturer<br />
recommendations.<br />
• Chocking <strong>of</strong> the aircraft main gear should be achieved by positioning the chocks<br />
in the front <strong>and</strong> rear <strong>of</strong> the outboard tires.<br />
• Placing <strong>of</strong> chocks on an arriving aircraft must only be performed after engine<br />
spool down, anti-collision lights switched <strong>of</strong>f <strong>and</strong> clearance to approach the<br />
aircraft is given by the responsible person.<br />
• Chocks, when positioned, should be parallel to the wheel axle <strong>and</strong> only lightly<br />
touching the tyres.<br />
• In the event <strong>of</strong> high wind conditions, additional chocking <strong>and</strong> other measures<br />
may have to be taken to secure the aircraft.<br />
• Chocks should not be removed from an aircraft until clearance is given by the<br />
responsible person.<br />
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• After use, chocks should be removed to a designated storage area.<br />
IV. Use <strong>of</strong> Marker Cones<br />
The purpose <strong>of</strong> “coning” aircraft is to create a safety buffer around specific areas on<br />
aircraft that are susceptible to ground damage.<br />
The design <strong>of</strong> cones should:<br />
• Be conical in shape<br />
• Be <strong>of</strong> a minimum height <strong>of</strong> 750 mm<br />
• Have a minimum base weight <strong>of</strong> 4.53 kg<br />
• Be orange in colour with reflective striping<br />
Cones should be positioned:<br />
• At each wing tips<br />
• In front <strong>of</strong> all wing-mounted engines<br />
• In front <strong>of</strong> other areas on an aircraft that are in conflict with the normal flow<br />
<strong>of</strong> equipment during h<strong>and</strong>ling operations<br />
• At wing tips immediately after the aircraft is at its parking position<br />
• At others areas around the aircraft only when clearance to approach the<br />
aircraft has been given<br />
• At a distance from the area to “protected”<br />
• Cones should be removed just prior to the aircraft departure to ensure<br />
maximum protection <strong>of</strong> the aircraft <strong>and</strong> after use, to a designated storage area.<br />
V. Ground Support Equipment Operations<br />
• Only adequately trained, qualified <strong>and</strong> authorised personnel should be permitted<br />
to operate equipment.<br />
• A visual check <strong>of</strong> aircraft for damage is to be conducted upon arrival, before<br />
service equipment is positioned. Visual check <strong>of</strong> aircraft for damage is to be<br />
conducted prior to departure, after service equipment is removed from aircraft.<br />
• Personnel must not operate motor vehicles or equipment whilst using h<strong>and</strong> held<br />
portable electronic devices. Such devices should not be used unless a suitable<br />
2H<strong>and</strong>s Free” device, either personal or installed, is available.<br />
• Equipment should only be used for its intended purpose.<br />
- 16 -
• Equipment should never move across the path <strong>of</strong> taxiing aircraft <strong>of</strong> embarking<br />
<strong>and</strong> disembarking passengers. <strong>Aircraft</strong> <strong>and</strong> pedestrians should always have the<br />
right-<strong>of</strong>-way.<br />
• Apron equipment is to be positioned behind the equipment restraint line with the<br />
parking brakes applied prior to the arrival <strong>of</strong> the aircraft at the parking position.<br />
• The passenger loading bridge is to be in the fully retracted position prior to<br />
aircraft arrival.<br />
• During positioning <strong>of</strong> the passenger loading bridge, only the bridge operator<br />
should be in the bridgehead. For safety reasons, all other staff must keep<br />
sufficient distance from the bridgehead.<br />
• Equipment, including passenger loading bridges must not move towards the<br />
aircraft until it has; come to a complete stop, chocks are positioned, engines shut<br />
down (see note), anti-collision beacons switched-<strong>of</strong>f, <strong>and</strong> if applicable, Air<br />
Operation contact established. Note: It may be necessary to connect external<br />
power prior to engine shut down.<br />
• Equipment shall have parking brakes applied, with gear selector in park or<br />
neutral when parked away from, or positioned at, the aircraft. If equipped, wheel<br />
chocks will be applied.<br />
• Ground support equipment should be in good mechanical condition.<br />
• Equipment when approaching or leaving an aircraft should not be driven faster<br />
than a walking speed.<br />
• Attachment fittings/transfer bridges <strong>and</strong> platforms must be correctly deployed.<br />
• H<strong>and</strong>rails on conveyor belts, loaders <strong>and</strong> other elevated devices must be in the<br />
raised position when the unit is in use.<br />
• Ground equipment which interfaces with the aircraft passenger doors (e.g.<br />
passenger steps, catering vehicles etc), should have platforms <strong>of</strong> sufficient width<br />
that will allow the aircraft doors to be opened/closed with the equipment in place<br />
<strong>and</strong> the safety rails deployed.<br />
• Guides <strong>and</strong> safety rails on loaders must be properly deployed.<br />
• Stabilizers, when fitted on equipment, must be deployed.<br />
- 17 -
• Prior to the movement <strong>of</strong> any ground support equipment a walk-around check<br />
must be made.<br />
• Hoses or cables on equipment must be securely stowed when the unit is moved.<br />
• Elevating devices must not be driven in the elevated position except for final<br />
positioning.<br />
• Baggage/cargo must not be transported on equipment not specifically designed<br />
for that purpose.<br />
• Cargo should be stowed evenly, in cargo carts, with heavy pieces on the bottom<br />
<strong>and</strong> the centre to ensure stability. All doors, gates <strong>and</strong> curtains should be secured<br />
to prevent cargo from falling out.<br />
• The movement <strong>of</strong> carts/dollies by h<strong>and</strong>-operated equipment is very simple,<br />
however, it has resulted in many injuries, <strong>and</strong> additional care must be taken.<br />
• Loaded transporters <strong>and</strong> dollies must have the load secured from movement by<br />
the use <strong>of</strong> locks, stops, rails or straps at ALL times, except when the load is being<br />
transferred onto or <strong>of</strong>f the equipment. All locks, stops, rails <strong>and</strong> straps should be<br />
checked every time before use.<br />
• Trains <strong>of</strong> carts/dollies tend to “drift in” or shorten the turning radius on corners.<br />
Therefore, drivers should avoid turning prior to, or immediately after, passing an<br />
obstacle.<br />
• Unserviceable equipment should be clearly tagged “Out <strong>of</strong> Service” <strong>and</strong><br />
immediately be sent to the repair/maintenance department.<br />
• When positioning equipment, special care must be exercised to ensure adequate<br />
clearance <strong>of</strong> vehicles, aircraft, other equipment <strong>and</strong> facilities.<br />
• When operator vision is restricted (such as positioning certain pieces <strong>of</strong><br />
equipment to or backing away from an aircraft) a guide person should be used.<br />
• St<strong>and</strong>ard h<strong>and</strong> signals must be used to guide ground support equipment.<br />
• The guide person must be positioned so that clearances can be accurately judged<br />
<strong>and</strong> be visible/able to communicate the signals to the vehicle operator at all<br />
times. If visual contact with the guide person is lost, the driver will stop<br />
immediately.<br />
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• When electrical/motorised equipment are in operating mode, an operator must be<br />
within easy reach <strong>of</strong> the emergency controls that have their engines running may<br />
not be left unattended in the st<strong>and</strong> area. The operator must remain in driving<br />
position, in control at all times.<br />
Circle <strong>of</strong> Safety<br />
Personnel shall observe a virtual operational safety buffer zone when positioning<br />
motorised vehicles/equipment to an aircraft.<br />
The following processes shall be adhered to at all times;<br />
• Conduct a vehicle/equipment pre-operational check including a brake test<br />
prior to operating motorised vehicles/equipment;<br />
• All motorised vehicles/equipment must make a minimum <strong>of</strong> one complete<br />
stop prior to entering the operational safety zone or at a distance on no less<br />
than five metres from the aircraft.<br />
• All equipment must be driven at a “Walking pace” when operating within the<br />
operational safety buffer zone.<br />
• Drivers must also be aware <strong>of</strong> safety distances when driving in the vicinity <strong>of</strong><br />
parked aircraft:<br />
o - 5m clear from the wing tip <strong>of</strong> parked aircraft.<br />
o - 15m clear <strong>of</strong> aircraft which are being refuelled.<br />
• Drivers must not start their vehicles when within 15m <strong>of</strong> another vehicle<br />
which is engaged in the refuelling <strong>of</strong> an aircraft.<br />
• Vehicles must not be driven over any hose or bonding cable laid on the<br />
ground by fuelling agents during aircraft refuelling.<br />
• Vehicles <strong>and</strong> persons must remain:<br />
o - 2.5m radius clear from around the aircraft fuel tank vents.<br />
o - 8m clear in front <strong>of</strong> an operating aircraft engine.<br />
o - 55m clear behind an aircraft with engine idling.<br />
• Vehicles must not be driven or parked under aircraft or aircraft wings, unless<br />
operationally required to do so.<br />
• Equipment <strong>and</strong> vehicles requiring to back up to or from an aircraft during the<br />
servicing <strong>of</strong> that aircraft, must be directed by a marshaller. All drivers must<br />
adhere strictly to this requirement.<br />
• A minimum safety distance <strong>of</strong> at least 200mts must be maintained behind an<br />
aircraft taxiing under their own power.<br />
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Equipment Restraint Area (ERA)<br />
This is an enclosed area marked by a red line within which the aircraft must be<br />
parked during ground h<strong>and</strong>ling. The dimensions <strong>of</strong> the ERA are determined by the<br />
largest type <strong>of</strong> aircraft using the parking position. This area must be clear <strong>of</strong> any<br />
vehicle or equipment during aircraft movement into/ out <strong>of</strong> the bay. Any bay which<br />
has the ERA compromised, by any means whatsoever, will be considered as closed<br />
<strong>and</strong> unavailable for aircraft until it is cleared.<br />
All vehicles which approach the aircraft must stop at the Equipment Restraint Line<br />
(ERL), before proceeding at walking pace.<br />
During the servicing <strong>of</strong> the aircraft, all vehicles/equipment must be<br />
kept back in the Equipment Restraint Line.<br />
4- Other vehicles <strong>and</strong> equipment, which are not attending to the aircraft, are to keep<br />
clear <strong>of</strong> the area <strong>and</strong> hold at the designated equipment staying areas.<br />
Equipment Restraint Area (ERA)<br />
Protective rubber bumpers on equipment, e.g. passenger steps, loading bridges,<br />
conveyor belts, catering trucks, must not be compressed against the aircraft fuselage,<br />
in order to prevent damage <strong>and</strong> to allow for aircraft setting during servicing.<br />
When loading has been completed remove all loading equipment well clear <strong>of</strong> the<br />
aircraft.<br />
Before removing ground support equipment from any aircraft cabin access door, the<br />
equipment operator must ensure that the door has been closed <strong>and</strong> secured by an<br />
authorized person, or that a restraint device designed <strong>and</strong> secured to prevent a person<br />
falling from the doorway (e.g. full width door net attached to anchor points etc) has<br />
- 20 -
een placed across the opening. A single strap does not meet these criteria. Prior to<br />
moving the equipment the operator should advise any personnel on board the aircraft<br />
<strong>and</strong>/or the person responsible for the operation around the aircraft that the equipment<br />
is to be removed. When the Cabin Crew are on-board the aircraft they are<br />
responsible for closing the aircraft cabin doors, additionally they must request a<br />
member <strong>of</strong> the ground staff to assist them. The ground staff should not leave the<br />
immediate area outside <strong>of</strong> the cabin door until it is closed, seated <strong>and</strong> fully latched.<br />
The access equipment may then be removed.<br />
VI. Guide-man H<strong>and</strong> Signal for GSE<br />
operation<br />
The guide-man for a specific manoeuvre shall be clearly identified so as to avoid<br />
any possible confusion <strong>and</strong> shall remain the only responsible person throughout the<br />
procedure.<br />
The guide-man shall be positioned to keep permanent visual contact with the<br />
equipment operator thought the manoeuvre. If visual contact between operator <strong>and</strong><br />
guide-man is lost, the operation must immediately stop until visual contact has been<br />
re-established.<br />
Manual signals shall only be used when verbal communication is not possible with<br />
respect to technical/servicing communication signals.<br />
Off Bridge Passenger Operations<br />
Passenger movement on the apron between the aircraft <strong>and</strong> terminal building must<br />
be closely supervised.<br />
Passenger movement should follow a clearly designated <strong>and</strong> visible route.<br />
The designated route must be kept free <strong>of</strong> any equipment <strong>and</strong> the surface conditions<br />
kept clean.<br />
Where passengers are embarked / disembarked by walking across the ramp, the use<br />
<strong>of</strong> mobile telephones should be discouraged until the passengers are inside the<br />
terminal building or transporter.<br />
Passengers must be kept clear <strong>of</strong> protrusions on the aircraft, propellers, ground<br />
support equipment, fuelling zones as well as jet blast or prop gust from other<br />
aircraft.<br />
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Mobile Ground level Covered Walkway Operations<br />
• The operating path <strong>of</strong> the unit should be marked as a pedestrian walkway.<br />
• The unit should be marked on either side with reflective material.<br />
• The drive unit <strong>of</strong> the walkway should have a flashing beacon to indicate the<br />
unit is in motion.<br />
• The unit when extended should be secured to the ground at suitable intervals<br />
to prevent movement by jet-blast or wind.<br />
• Consideration must be given to the manufactures’ operating recommendations<br />
when the unit is used in high-wind conditions.<br />
• The unit should not make a final approach to the aircraft until either the<br />
aircraft stairs have been extended or mobile stairs are in place.<br />
• The unit should be positioned as close as is practical to the aircraft steps to<br />
prevent vehicular traffic from operating between the unit <strong>and</strong> the aircraft.<br />
VII. <strong>Aircraft</strong> Fuelling Operation<br />
Introduction<br />
As aircraft ground h<strong>and</strong>ling activities take place at the same time as aircraft fuelling<br />
operations, which covers refuelling <strong>and</strong> de-fuelling. These activities must be<br />
compatible to ensure the safety <strong>and</strong> integrity <strong>of</strong> the operation.<br />
This section provides specific operating criteria for ground h<strong>and</strong>ling personnel that<br />
when implemented will enable the interface <strong>of</strong> activities to be accomplished safely.<br />
The following industry documents, as applicable, should be consulted:<br />
• IATA Guidance Material on St<strong>and</strong>ard Into-Plane Fuelling Procedures,<br />
• JIC Guidelines for <strong>Aviation</strong> Fuel Quality Control <strong>and</strong> Operating Procedures<br />
for Joint Into-Plane Fuelling Services.<br />
Definition <strong>of</strong> Fuelling Safety Zones<br />
The fuelling safety zone shall be regarded as a radial area extending 3 metres, from<br />
the fuelling tank vents <strong>and</strong> aircraft fuelling connections points.<br />
Equipment performing aircraft servicing functions shall not be positioned within a 3<br />
metres radius <strong>of</strong> aircraft fuel system vent openings.<br />
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Due to the fire hazard associated with fuel vapours personnel shall not use items <strong>and</strong><br />
processes such as; matches, open flames, welding, use <strong>of</strong> photographic flash-bulb<br />
etc. While fuelling is taking place on the aircraft st<strong>and</strong>.<br />
Portable electronic devices, such as Mobile (Cell) Telephones, Portable Radios <strong>and</strong><br />
Pagers, should not be used within the fuel safety zone.<br />
Fuel Safety Zones Description<br />
The connection <strong>and</strong> disconnection <strong>of</strong> any aircraft electrical equipment, including<br />
GPUs, batteries <strong>and</strong> battery charges, is not permitted.<br />
The APU may be started during refuelling if the start is an initial start or a restart<br />
after normal shutdown.<br />
Do not attempt to start the APU during fuelling if the APU had an automatic<br />
shutdown or a failed start attempt. Make sure the fuelling operation is complete <strong>and</strong><br />
the hose is disconnected before another APU start is attempted.<br />
The APU may be shutdown (manual or automatic) during the refuelling operation.<br />
The engines <strong>of</strong> unattended GSE should be switched <strong>of</strong>f.<br />
GSE MUST NOT be parked under the aircraft wingtip fuel vents.<br />
Equipment must be positioned so that the fuelling vehicle has a clear exit rout <strong>and</strong><br />
can be moved away from the aircraft in a forward direction.<br />
A distance <strong>of</strong> 1 mt. should be maintained, wherever possible, between ground<br />
support equipment <strong>and</strong> any fuelling equipment, i.e. vehicles, hoses, hydrants pits.<br />
Ground Power Units GPUs must not be operated unless they are positioned 6 mts.<br />
from the aircraft fuelling vents <strong>and</strong> venting points.<br />
Equipment with metal wheel or metal studded tyres capable <strong>of</strong> producing sparks<br />
shall not be moved in the safety zones.<br />
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Safe fuelling Procedures<br />
• Refuelling vehicles should, if possible, always move forward into the fuelling<br />
position. If a fuelling vehicle has to be reversed, a guidance person must be<br />
used.<br />
• Vehicles should approach the aircraft at walking speed.<br />
• Fuel trucks <strong>and</strong> their hoses must not block the access to the cabin <strong>and</strong> hold<br />
doors.<br />
• Each trailer tank or towed service must remain coupled to their tractors.<br />
• The aircraft <strong>and</strong> the fuelling vehicles must be electrically bonded together<br />
throughout the fuelling operation to ensure that no difference in electrical<br />
potential exits.<br />
• If the bonding cable connecting the fuelling vehicle to the aircraft becomes<br />
disconnected during ground operations the fuel operator must be immediately<br />
advised.<br />
• Access to the hydrant emergency stop button must be visible <strong>and</strong> clear <strong>of</strong><br />
obstruction.<br />
• A cord must be attached to the hydrant pit valve <strong>and</strong> be readily accessible.<br />
• The hydrant pit valve shall be identified by a four winged flag or equivalent<br />
<strong>and</strong> clearly visible to other ground equipment h<strong>and</strong>lers.<br />
• Minimize length <strong>of</strong> hydrant inlet hose to limit the exposure <strong>of</strong> the hose to<br />
damage.<br />
• Fuelling vehicles <strong>and</strong> equipment must have hoses <strong>of</strong> sufficient length to allow<br />
the fuelling platform to be fully lowered whilst the hoses/couplings are<br />
connected to the aircraft fuelling manifold.<br />
• Extreme care must be taken to position refuelling vehicle <strong>and</strong> equipment<br />
correctly, ensuring that strain is not applied to the fuelling hoses, coupling <strong>and</strong><br />
manifolds on the aircraft when the platform is lowered.<br />
• Vehicles must be designed to ensure that the fuelling hoses cannot become<br />
entangled on equipment during movement <strong>of</strong> the fuelling vehicle’s platform.<br />
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• Platforms must not be raised or lowered while fuelling operations are taking<br />
place.<br />
• When raising the lift platform <strong>of</strong> fuelling vehicle, care must be taken to ensure<br />
that it does not touch any part <strong>of</strong> the aircraft.<br />
• The fuel operator should conduct a final walk around the vehicle before<br />
leaving the aircraft to ensure all hoses have been disconnected <strong>and</strong> stowed<br />
correctly.<br />
In the event that fuelling must take place with one aircraft<br />
engine running:<br />
• Fuelling shall be performed at the opposite side from running engine;<br />
• Passengers shall not remain onboard the aircraft;<br />
• No other servicing activities shall be undertaken until fuelling has been<br />
completed.<br />
Fuelling with passengers on board:<br />
• The person responsible for fuelling shall inform crew/staff on board <strong>and</strong><br />
around the aircraft that fuelling is about to commence <strong>and</strong> when fuelling is<br />
completed.<br />
• The people responsible for fuelling shall inform the crew/ staff on board shall<br />
a hazardous situation arise.<br />
• Ground activities outside the aircraft <strong>and</strong> work within the aircraft, such as<br />
catering <strong>and</strong> cleaning, should be conducted in such a manner that they do not<br />
create a hazard <strong>of</strong> obstruct emergency exits.<br />
• All exit areas, cabin aisles <strong>and</strong> cross aisles inside the aircraft should be kept<br />
clear <strong>of</strong> obstructions.<br />
• The ground area beneath nominated exit doors shall be kept clear <strong>of</strong> any<br />
obstructions.<br />
• When a passenger loading bridges are in use, access to the terminal shall be<br />
available.<br />
• When a passenger loading bridge is not used, aircraft passenger steps or<br />
alternate means <strong>of</strong> emergency evacuation should be in place.<br />
- 25 -
• Passengers joining or leaving the aircraft via the apron are moved without<br />
delay under the supervision <strong>of</strong> a responsible person over a safe route.<br />
Passengers shall be kept at a safe distance from the fuelling operation <strong>and</strong><br />
other hazardous areas such as aircraft engines, APU exhausts <strong>and</strong> fuel tank<br />
vents. “No Smoking” regulations shall be strictly enforced.<br />
• <strong>Aircraft</strong> fitted with integral stairs must have these deployed.<br />
Emergency Procedures<br />
In the event <strong>of</strong> a fuel spillage the following actions should take place:<br />
• STOP the fuelling operation, advise the Captain or appropriate Authority <strong>and</strong><br />
the Emergency Services.<br />
• EAs directed by the appropriate Authority evacuate all persons from the<br />
immediate area.<br />
• If safe to do so, mobilise fire fighting equipment as st<strong>and</strong>by protection until<br />
the arrival <strong>of</strong> the airport emergency services.<br />
• Control the movement <strong>of</strong> un authorised personnel <strong>and</strong> equipment into the<br />
area.<br />
• As far as possible, restrict all activities inside <strong>and</strong> outside the spill area to<br />
reduce the risk <strong>of</strong> ignition.<br />
• All electrical equipment in use during the fuelling operation must be switched<br />
<strong>of</strong>f immediately.<br />
• DO NOT start the APU until the spilled fuel is removed <strong>and</strong> there is no further<br />
risk <strong>of</strong> spilled fuel or vapours.<br />
• Normal operations must not be resumed on the aircraft or any engines started<br />
before the person in charge <strong>of</strong> the emergency, determines that it is safe to<br />
continue.<br />
• If fuel is spilled on any item, then such items are NOT TO BE LOADED into<br />
the aircraft.<br />
• In the event <strong>of</strong> a fire occurring either on or in the vicinity <strong>of</strong> the aircraft STOP<br />
the fuelling operation <strong>and</strong> call the emergency services. Ph.num: 3333<br />
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VIII. De/Anti Icing <strong>of</strong> <strong>Aircraft</strong><br />
No aircraft shall be allowed to depart with contamination on the airframe <strong>and</strong> this<br />
can be prevented by a process <strong>of</strong> anti-icing <strong>and</strong> removed by de-icing. Procedures are<br />
well defined in other documents <strong>and</strong> this section will provide guidelines for safe<br />
Anti/De-icing operations.<br />
De/Anti Icing operations must be performed with extreme caution to prevent injury<br />
to personnel <strong>and</strong> damage to aircraft <strong>and</strong> equipment.<br />
The term de-icing will be used throughout this section <strong>of</strong> the AHM but should also<br />
be considered to cover the anti-icing process.<br />
All staff involved in any stage <strong>of</strong> de-icing operations must be properly trained,<br />
qualified <strong>and</strong> have access to information regarding specific procedures for the<br />
aircraft they are servicing.<br />
Prior to winter season all involved staff must undergo refresher training to maintain<br />
their qualification. This qualification must be verified by a written examination.<br />
Prior to de-icing, accumulations <strong>of</strong> snow may be removed by a process approved by<br />
the operator. This can include the use <strong>of</strong> brooms, brushes, scrapers or ropes but<br />
extreme caution must be taken to avoid damage to pitot tubes, antennas etc. And all<br />
measures to prevent injury by falls from height taken.<br />
De-icing Fluids must be stored in accordance with the manufactures instructions <strong>and</strong><br />
tested regularly to ensure no degradation has occurred.<br />
The operators published holdover charts must be observed.<br />
Communications must be in a st<strong>and</strong>ard format. Ensure two way communication<br />
between Fight Deck <strong>and</strong> Ground Crew is maintained prior, during <strong>and</strong> when<br />
finalising de-icing.<br />
To ensure flight safety, on completion <strong>of</strong> the de-ice process the Pilot in Comm<strong>and</strong><br />
must be informed. Using carrier defined de-icing code, <strong>of</strong> the measures taken. At a<br />
minimum this must include:<br />
• Fluid type<br />
• Fluid Mix<br />
• Date <strong>and</strong> Local start time <strong>of</strong> final step<br />
• Fluid br<strong>and</strong> name<br />
• Confirmation <strong>of</strong> final check.<br />
If there is any doubt, this must be agreed with the pilot in comm<strong>and</strong> prior to<br />
commencing the de-icing process.<br />
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Post de-icing inspection, where this is delegated to ground staff, can oly be<br />
performed by a suitable qualified person <strong>and</strong> this person should be able to identify<br />
themselves by issuing a personalised realise.<br />
IX. Severe Weather Operations<br />
Introduction<br />
Severe weather is a constant danger to all industries that have activities outdoors.<br />
Airsides operations are particularly affected because <strong>of</strong> the open areas <strong>of</strong> airports<br />
that are part <strong>of</strong> the work are. A Severe Weather Operations Plan should be<br />
established.<br />
Scope<br />
This section provides industry recommended practices that when included in a<br />
Severe Weather Operations Plan can minimize the dangers associated with severe<br />
weather in the airside workplace.<br />
Weather definitions<br />
High/sustained winds: winds whether steady or gusting in excess <strong>of</strong> 75 kph (40<br />
knots).<br />
Lightning: shall include cloud-to-cloud as well as cloud-to-ground electrical activity.<br />
Low visibility: shall include rain, snow, s<strong>and</strong>storms <strong>of</strong> fog conditions when visibility<br />
is typically below 800 m (1/2 mile).<br />
Ground icing conditions: shall include the presence <strong>of</strong> snow <strong>and</strong> ice on surfaces <strong>and</strong><br />
movement areas as well as when surface temperatures/ wind-chill can cause<br />
freezing.<br />
Working in Extreme Temperatures (hot <strong>and</strong> cold)<br />
Notification to staff is to be coordinated with the specifics <strong>of</strong> the weather patterns as<br />
wind conditions will add to the effects <strong>of</strong> extreme temperature conditions. (E.g.<br />
wind chill, s<strong>and</strong> storms).<br />
Extreme Temperatures<br />
Extreme temperatures might affect personal safety performance depending on time<br />
<strong>of</strong> exposure, personal protection, activity <strong>and</strong> work rotation. All staff should be<br />
made aware <strong>of</strong> the hazards, <strong>and</strong> processes that should be adapted to such extreme<br />
conditions where applicable. Medical advice should be sought in the event <strong>of</strong><br />
extremes in temperatures.<br />
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Heat stress will result in poor performance, lack <strong>of</strong> concentration, dehydration, <strong>and</strong><br />
in the most severe cases <strong>of</strong> hospitalization. Awareness should be given to the<br />
exposure to working in the environment.<br />
Heat stress injuries can be reduced by some <strong>of</strong> the following:<br />
• Adequate breaks, ventilation <strong>and</strong> shelter between activities to reduce exposure<br />
to sunrays.<br />
• Ample supply <strong>of</strong> drinking water located near to work area.<br />
• Loose <strong>and</strong> appropriate clothing.<br />
• Work rotation <strong>and</strong> monitoring.<br />
Cold affects the human performance such as loss <strong>of</strong> feeling, fatigue, muscle<br />
seizures, loss <strong>of</strong> awareness, poor concentration <strong>and</strong> in severe cases may result in<br />
hospitalisation.<br />
Prolonged exposure to wind is a significant factor in increasing cold weather effects<br />
on the human body (wind chill factor).<br />
Things to mitigate the cold effects are:<br />
• Correct clothing.<br />
• Rotation <strong>of</strong> activity. (essential to sedimentary staff)<br />
• Staff monitoring.<br />
• Adequate breaks provision <strong>of</strong> hot fluids <strong>and</strong> warmed shelter between<br />
activities.<br />
A wind-chill chart or forecast shall be made available to staff.<br />
Severe Weather Forecasting<br />
Knowing when severe weather will impact your work site is a key element in<br />
prevention <strong>of</strong> injuries or damage. Below are some methods to obtain timely<br />
information on approaching weather:<br />
• Internal weather forecasting.<br />
• National Weather Service Alerts.<br />
• Local TV <strong>and</strong> Radio broadcasts.<br />
• Pilot reports.<br />
• Airport tower observations<br />
• Ramp tower observations.<br />
• Local detection devices.<br />
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In the case <strong>of</strong> lightning, automatic detection systems are available that track storms,<br />
count <strong>and</strong> locate each lightning strike <strong>and</strong> determine the potential for lightning<br />
strikes, based on atmospheric conditions.<br />
These systems require human monitoring <strong>and</strong> human interpretation. Systems that<br />
combine several methods <strong>of</strong> detection along with visual observation are the most<br />
effective.<br />
Severe Weather Notification<br />
High Winds<br />
As the measures are to be taken in the event <strong>of</strong> high winds, it requires a lot <strong>of</strong><br />
preparation, the earlier the “Warning” is given, the better.<br />
Lightning<br />
For lightning activity, the notification process may be broken down into 3 phases:<br />
• Alert – Lightning activity is detected at a distance in excess <strong>of</strong> 8 km (5 miles)<br />
from your operation.<br />
• Stop/Suspend activities – Lightning activity is detected within 5 km (3 miles)<br />
<strong>of</strong> your operation.<br />
• All Clear – Lightning activity has moved beyond 5 km (3 miles) <strong>and</strong> is<br />
heading away from your operation.<br />
The distances referred to above may vary dependent upon local climatic parameters.<br />
Low Visibility <strong>and</strong> Ground Icing<br />
As lo visibility <strong>and</strong>/or ground icing conditions can be associated with various types<br />
<strong>of</strong> weather events the notification phase will need to be coordinated with the<br />
specifics <strong>of</strong> the weather patterns.<br />
Notification Methods<br />
Getting the word out to all personnel that severe weather is on the way or imminent,<br />
is a challenge; therefore all organizations must be integrated into the notification<br />
process. One or more systems may be used:<br />
• Radio – Good for small areas where workers perform their duties together <strong>and</strong><br />
team leaders with radios can get the word to everyone.<br />
• Visual – Lights on structures that indicate that you are to take shelter in doors<br />
is another method. These lights must be distinctive so as not to blend into the<br />
back-ground <strong>of</strong> be confused with other lights. Green for all clear, yellow for<br />
warning, red for take shelter. For single light systems a flashing light may be<br />
used as it is less likely to be confused with other lights. How these lights are<br />
activated <strong>and</strong> by whom must also be considered.<br />
• Audible – horns or sirens can also be used but they must be able to be heard<br />
over engine <strong>and</strong> equipment noise.<br />
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What to do when Severe Weather is Imminent<br />
General<br />
• Activate the “The Severe Weather Plan” <strong>and</strong> communicate to all personnel<br />
that it is in effect.<br />
• Meet with ground operations, ground support equipment <strong>and</strong> maintenance<br />
managers to outline the forecast <strong>and</strong> review resources.<br />
• Notify dispatch, passenger service <strong>and</strong> planning groups that operations may be<br />
interrupted.<br />
• Continue to monitor <strong>and</strong> communicate the weather situation.<br />
High winds<br />
Ensure all personnel know <strong>of</strong> the impending weather event <strong>and</strong> before the high<br />
winds arrive determine how long it will take to do all the things described<br />
underneath.<br />
Secure aircraft<br />
• <strong>Aircraft</strong> should be appropriately secured, per airframe manufacturer´s<br />
procedures by using additional chocks, <strong>and</strong>/or setting aircraft park brakes, <strong>and</strong><br />
/or ballasting the aircraft.<br />
• Secure all cargo nets <strong>and</strong> close all cargo doors on aircraft.<br />
• Secure all aircraft cabin doors<br />
• Note: Securing the passenger cabin doors with the APU/packs operating or an<br />
external conditioned air source connected can pressurize the aircraft.<br />
• Close cockpit windows.<br />
• Close all service panels.<br />
• Lock control surfaces in accordance with aircraft maintenance manuals.<br />
• Secure aircraft nose gear torsion links to prevent weather vaning with free<br />
moving nose wheels.<br />
• Hook up towbar <strong>and</strong> attach tugs when possible <strong>and</strong> install by-pass pins.<br />
• If time permits, <strong>and</strong> parking areas are available, move the aircraft into<br />
hangars.<br />
• If hangars are not available consider remote parking aircraft to get them away<br />
from structures that they could be blown into. Use all above securing<br />
techniques <strong>and</strong> face aircraft into the wind if possible.<br />
- 31 -
Loading bridges<br />
• Retract ground power cords.<br />
• Close all doors, retract loading bridges, lower them <strong>and</strong> secure wheels.<br />
• Position loading bridges so that they face into the wind or up close to the<br />
terminal or where available in a location for tie down <strong>and</strong> tie them down.<br />
• Remove any loose equipment, e.g. ladders, FOD containers.<br />
Ground support equipment<br />
Remove non-essential ground support equipment from aircraft.<br />
Position the equipment away from the aircraft <strong>and</strong> outside the path <strong>of</strong> possible<br />
aircraft movement.<br />
If possible, stow equipment indoors. All equipment left outside must be secured with<br />
brakes set, disconnect strings or carts or dollies so each conveyance is held by its<br />
own brake or attach a vehicle to them to help hold them in place.<br />
Ensure all containers are locked on dollies or transporters with doors or curtains<br />
secured. Remove all empty loose containers from areas around aircraft. If possible<br />
tie them together <strong>and</strong>/or to a firm structure or store them indoors.<br />
Secure work st<strong>and</strong>s by chain to hitching rails where available or to fences or other<br />
secure equipment. Put jack screws down if so equipped.<br />
Lower all high-reach equipment, e.g. loaders, steps, catering trucks etc. And deploy<br />
stabilizers.<br />
Remove any loose equipment, e.g. chocks, cones, ladders etc.<br />
Baggage <strong>and</strong> Cargo<br />
Ensure all baggage room <strong>and</strong> cargo personnel are aware <strong>of</strong> conditions <strong>and</strong> do not<br />
continue to bring load to aircraft <strong>of</strong> outside to be stored.<br />
Use baggage rooms to stow luggage if possible.<br />
Secure all cargo equipment the same as above.<br />
Contact mail <strong>and</strong> freight facilities <strong>and</strong> return unloaded freight <strong>and</strong> mail.<br />
<strong>Aircraft</strong> Cleaning<br />
Stow all supplies <strong>and</strong> equipment; do not leave equipment or garbage on loading<br />
bridge steps.<br />
Move vehicles away from aircraft parking areas.<br />
Keep doors <strong>of</strong> cleaning vehicles closed to avoid lose material being blown around.<br />
Stow hoses on lavatory <strong>and</strong> water trucks.<br />
Facilities<br />
Ensure facilities personnel are aware <strong>of</strong> impending weather. Put facilities personnel<br />
on st<strong>and</strong>by for possible shut down <strong>of</strong> power or possible need to do facility repairs.<br />
Close all doors that lead to the outside.<br />
Secure all dumpsters <strong>and</strong> trash bins.<br />
- 32 -
Passenger Safety<br />
Ensure all passenger service personnel have up to date information <strong>of</strong> weather event.<br />
Be prepared to move passengers to safe areas in the terminal.<br />
Passenger enplaning/deplaning may need to be suspended during the weather alert<br />
phases.<br />
Fight crews<br />
Ensure that pilots are advised that because <strong>of</strong> anticipated high winds, brakes shall be<br />
set on all parked aircraft.<br />
Shift change<br />
Ensure all personnel coming on duty know that your severe weather plan is in effect.<br />
Lightning<br />
On receipt <strong>of</strong> an ALERT:<br />
• Make preparations for the STOP phase.<br />
• Suspend non-essential activities in open areas.<br />
• Reduce fuelling pressures to prevent accumulation <strong>of</strong> static charges.<br />
• Avoid using highly conductive equipment.<br />
• On receipt <strong>of</strong> STOP<br />
• Stop fuelling.<br />
• Discontinue aircraft communication by head set.<br />
• Stop all ramp activity <strong>and</strong> clear ramp.<br />
• Personnel should seek shelter inside buildings or inside metal bodied vehicles.<br />
No one should seek shelter under any part <strong>of</strong> the aircraft, loading bridge, near<br />
light poles, fences, under trees.<br />
• Make sure all passenger service personnel have up to date information <strong>of</strong><br />
weather event.<br />
• If passengers have not started boarding hold the passengers in gate lounges. If<br />
boarding has started, stop process <strong>and</strong> leave passengers already boarded on<br />
the aircraft. If an aircraft has just arrived it should be held <strong>of</strong>f the gate until<br />
the lightning alert is terminated.<br />
Low visibility<br />
• All non-essential equipment should leave the Manoeuvring Area.<br />
• Only the minimum required equipment should be permitted airside during low<br />
visibility operations.<br />
• Equipment operators must take extra caution at all intersections <strong>and</strong><br />
vehicle/apron taxi-lane crossings.<br />
• Crossing <strong>of</strong> taxiways, where permitted, should only be undertaken with ATC<br />
clearance.<br />
• When visibility is low, operators must take additional care to ensure that<br />
vehicle windshields are clean.<br />
- 33 -
Operations in Snow &Ice Conditions<br />
• Both ground <strong>and</strong> work surfaces on equipment will become particularly<br />
hazardous during periods <strong>of</strong> ground icing conditions. The use <strong>of</strong> De/Anti-<br />
Icing fluid can add to the slippery conditions on the ground.<br />
• When ground icing conditions are predicted, special preparations <strong>of</strong> the<br />
equipment will be necessary to ensure their functionality <strong>and</strong> safety <strong>of</strong><br />
operation.<br />
• Wherever possible, snow <strong>and</strong> ice formations on equipment <strong>and</strong> work surfaces<br />
should be removed prior to the start <strong>of</strong> operations.<br />
• Personnel should allow extra time for activities, drive more slowly <strong>and</strong> allow<br />
a greater distance to stop equipment.<br />
• Personnel should be provided with suitable clothing to be able to maintain<br />
efficiency.<br />
Lightning Safety<br />
• Generally if an individual can see lightning <strong>and</strong>/or hear thunder they are<br />
already at risk.<br />
• High winds, rainfall, <strong>and</strong> cloud cover <strong>of</strong>ten act as precursors for actual cloudto-ground<br />
strikes, notifying to the individual to take action.<br />
• Many lightning casualties occur in the beginning, as the storm approaches,<br />
because people ignore these precursors. Also, many lightning casualties occur<br />
after the perceived threat has passed.<br />
• The lightning threat generally diminishes with time after the last sound <strong>of</strong><br />
thunder, but may persist for more than 30 minutes.<br />
• When thunderstorms are in the area but not overhead, the lightning threat can<br />
exist, even when it is sunny, not raining, or when clear sky is visible.<br />
• Remember that lightning is always generated <strong>and</strong> connected to a thundercloud<br />
but may strike many miles from the edge <strong>of</strong> the thunderstorm cell. Acceptable<br />
downtime has to be balanced with the risk posed by lightning.<br />
Lightning Protection<br />
The purpose <strong>of</strong> lightning protection is to protect persons, buildings <strong>and</strong> their<br />
contents, or structures in general, form the effects <strong>of</strong> lightning, to a certain<br />
acceptable level. Lightning protection is not aimed to prevent the formation <strong>of</strong> the<br />
lightning discharge, instead it is intended to prevent the object form being directly<br />
hit or be affected by an remote lightning discharge.<br />
No place is absolutely safe from lightning threat, however, some places are safer<br />
than others, e.g. Inside terminal buildings, fully enclosed metallic vehicles or safety<br />
shelters.<br />
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Personnel Safety<br />
During lightning activity personnel should not:<br />
• Get out <strong>of</strong> enclosed vehicles.<br />
• Use a head set connected to aircraft.<br />
• Use portable electronic devices, e.g. mobile phones, pagers, two-way radios in<br />
open areas or in front <strong>of</strong> windows.<br />
• Stay in open areas or under aircraft.<br />
• Seek shelter under tall tree.<br />
• Load or unload explosive flammable material.<br />
X. Safety Considerations for <strong>Aircraft</strong><br />
Movement Operations<br />
Introduction<br />
<strong>Aircraft</strong> movement operations must be performed with extreme caution to prevent<br />
injuries to personnel as well as to avoid damage to aircraft, equipment <strong>and</strong> facilities.<br />
Independently <strong>of</strong> the minimum safety requirements, safety factors should be<br />
incorporated into the st<strong>and</strong>ard operating procedures.<br />
Definitions<br />
“PUSHBACK”: Moving <strong>of</strong> aircraft from parking position to taxi position by use<br />
<strong>of</strong> specialised ground support equipment.<br />
“POWERBACK”: Moving <strong>of</strong> aircraft from parking position to taxi position by use<br />
<strong>of</strong> the aircraft’s engines.<br />
“TOWING”: Moving <strong>of</strong> aircraft, other than pushback operations, with/without load<br />
on board by use <strong>of</strong> specialised ground support equipment.<br />
Recommendation<br />
The CST personnel involved in aircraft movement operations may take into<br />
consideration the following safety hint.<br />
General<br />
• Prior to performing any aspect <strong>of</strong> aircraft movement operations an assessment,<br />
will be made considering infrastructure, number <strong>of</strong> persons involved, aircraft<br />
<strong>and</strong> equipment use to ensure a safe operation.<br />
• Only those personnel trained <strong>and</strong> qualified should perform aircraft movement<br />
operations functions. Assign a person to be “in charge” <strong>of</strong> the operations. The<br />
person “in charge” <strong>of</strong> the operation should brief all other personnel involved in<br />
the operation <strong>of</strong> their responsibilities.<br />
• Personnel should be instructed on the hazards associated with aircraft<br />
movement operations, (e.g. ice, snow etc).<br />
- 35 -
• An inspection should be made <strong>of</strong> the surface conditions to determine if it is safe<br />
to conduct the operation, (e.g. ice, snow, etc).<br />
• A visual inspection must be made <strong>of</strong> the aircraft to ensure all service<br />
doors/panels are closed <strong>and</strong> locked.<br />
• All equipment, except that necessary for the departure, is to be positioned<br />
behind the equipment restraint line before the aircraft pushback is commenced.<br />
• Ensure that all ground equipment are removed from the aircraft <strong>and</strong> there are<br />
adequate clearances between the aircraft <strong>and</strong> facilities/equipment.<br />
• A visual inspection must be made <strong>of</strong> the area <strong>of</strong> the operation to ensure it is<br />
clear <strong>of</strong> FOD.<br />
• Verification must be made so that power cables, loading bridges etc are<br />
detached from the aircraft.<br />
• A visual inspection must be made to ensure chocks are removed from all<br />
wheels.<br />
• A general check <strong>of</strong> l<strong>and</strong>ing gear shock strut extension.<br />
• Personnel performing the functions required by the operation should be<br />
positioned away from hazard zones.<br />
• Only those persons required to perform operating functions should be in the<br />
operating area.<br />
• During aircraft movement the maximum nose-gear turn limits shall not be<br />
exceeded in accordance with airframe manufacturers’ instructions.<br />
• Communication with the flight deck should if possible be achieved in a manner<br />
that eliminates the need for personnel to walk in close proximity to the aircraft<br />
nose gear <strong>of</strong> the tow tractor during the operation; e.g. use <strong>of</strong> flexible cord to the<br />
tractor driver, or cordless system.<br />
• Agreed phraseology should be used for all verbal communication between the<br />
flight deck <strong>and</strong> ground personnel.<br />
• When communication between the flight deck <strong>and</strong> tractor driver is relayed by a<br />
third person it is important that this person either uses a flexible cord between<br />
their headset <strong>and</strong> the connection to the aircraft or a cordless system to be able<br />
to maintain a safe distance from both the aircraft <strong>and</strong> tractor in motion.<br />
• Provision should be made for a back-up communication system in the event <strong>of</strong><br />
a failure <strong>of</strong> the primary system.<br />
• St<strong>and</strong>ard h<strong>and</strong> signals should be used for manual communications.<br />
• Prior to moving an aircraft all personnel involved in the operation must have<br />
agreed on how communication should be performed <strong>and</strong> towing manoeuvred.<br />
• St<strong>and</strong>ard operating procedures should be developed, in accordance with<br />
airframe manufacturers’ recommendations, for each type <strong>of</strong> aircraft movement<br />
operation.<br />
• Personnel performing marshalling or wing-walking functions should utilise<br />
during daytime operations, either w<strong>and</strong>s or gloves <strong>of</strong> a high visibility colour<br />
<strong>and</strong> during low visibility/night operations lighted w<strong>and</strong>s.<br />
- 36 -
• Operations conducted in poor surface/weather conditions should be performed<br />
at low speed.<br />
• The general area <strong>of</strong> the operation should be kept clear <strong>of</strong> ground support<br />
equipment.<br />
Pushback Operations<br />
• The operator should stay in view <strong>of</strong> the flight deck, remain clear <strong>of</strong> the hazard<br />
zones during operation <strong>and</strong> avoid walking backwards when despatching the<br />
aircraft.<br />
• The tractor <strong>and</strong> towbar/shear-pin combination should be suitable for the<br />
operation, considering: the aircraft type <strong>and</strong> weight, the weather conditions, the<br />
apron surface conditions.<br />
• The tractor should be in the appropriate drive mode prior to the commencement<br />
<strong>of</strong> the operation.<br />
• Chocks should not be removed from the main-gear until the tractor <strong>and</strong> towbar<br />
are fully secured to the nose-gear <strong>and</strong> the parking brake set on the tractor.<br />
• When connecting the towbar to the tractor personnel should be facing the<br />
tractor <strong>and</strong> have both legs on only one side <strong>of</strong> the towbar. i.e. they should not<br />
straddle the bar.<br />
• The tractor <strong>and</strong> towbar should be in-line with the centre line <strong>of</strong> the aircraft<br />
before the pushback commences.<br />
• The tractor should not be left unattended with its engine running.<br />
• The wheels on the towbar should be fully retracted/<strong>of</strong>f the ground before the<br />
pushback commences.<br />
• For aircraft fitted with a Steering By-pass system, ensure that the by-pass pin is<br />
correctly installed prior to connecting the towbar to the aircraft <strong>and</strong> before<br />
pushback commences <strong>and</strong> is removed after the towbar has been disconnected.<br />
• For aircraft not fitted with a Steering By-pass system, ensure that either the<br />
steering hydraulic system is depressurised <strong>of</strong> the nose-leg steering torque links<br />
are disconnected (as applicable).<br />
• Personnel should not step across the towbar whilst the pushback operation is in<br />
progress.<br />
• If the connection between the aircraft <strong>and</strong> tractor should be lost while in motion<br />
it is important to inform the flight deck to apply brakes gently.<br />
• When stopping the pushback the throttle on the tractor will be closed <strong>and</strong><br />
brakes applied gently.<br />
• At the end <strong>of</strong> the pushback sequence <strong>and</strong> before the towbar is disconnected, the<br />
flight deck should be instructed to set the aircraft brakes <strong>and</strong> hold position until<br />
receipt <strong>of</strong> visual signal for final clearance to taxi.<br />
Note: Brakes set must be confirmed to ground staff.<br />
• At the end <strong>of</strong> the pushback sequence <strong>and</strong> before the towbar is disconnected,<br />
tension must be released from the towbar.<br />
- 37 -
• A Chock may be positioned in front <strong>of</strong> the nosewheel while the disconnection<br />
<strong>of</strong> the towbar takes place.<br />
• Before the aircraft commences taxiing under its own power, all equipment <strong>and</strong><br />
personnel must be moved clear <strong>of</strong> the aircraft. Ground staff shall then give the<br />
final clearance signal once they are clear <strong>of</strong> the taxiway/taxi lane <strong>and</strong> display <strong>of</strong><br />
the by-pass pin (if appropriate) to the flight deck crew. This indicates that all<br />
equipment <strong>and</strong> personnel are clear <strong>of</strong> the aircraft <strong>and</strong> that it is safe to<br />
commence taxying. An acknowledgement <strong>of</strong> the signal must be received from<br />
the flight deck crew.<br />
Nose-gear controlled (towbarless)<br />
• The operator should stay in view <strong>of</strong> the flight deck, remain clear for the<br />
hazard zones during operation <strong>and</strong> avoid walking backwards when<br />
desptatching the aircraft.<br />
• The tractor should be suitable for the operation, considering: the aircraft<br />
type <strong>and</strong> weight, the weather conditions, the apron surface conditions.<br />
• The aircraft shall not be lifted while equipment <strong>and</strong>/or boarding bridge<br />
are still connected to the aircraft. Inform cockpit crew prior to lifting<br />
the aircraft nose l<strong>and</strong>ing gear.<br />
• Chocks should not be removed from the main-gear until the tractor is<br />
fully secured to the nose-gear <strong>and</strong> brakes on tractor set.<br />
• Ensure that the aircraft nose wheels are safely locked in the tractor<br />
locking mechanism when connected to aircraft.<br />
• Ensure that the nosewheel are lifted well above ground during the entire<br />
pushback.<br />
• The tractor should be in-line with the centre line <strong>of</strong> the aircraft before<br />
the pushback commences.<br />
• For aircraft fitted with a Steering By-pass system, ensure that the bypass<br />
pin is correctly installed prior to connecting the tractor to the<br />
aircraft <strong>and</strong> before pushback commences <strong>and</strong> is removed after the<br />
tractor has been disconnected.<br />
• For aircraft not fitted with a Steering By-pass system, ensure that either<br />
the steering hydraulic system is depressurised or the nose l<strong>and</strong>ing gear<br />
steering torque links are disconnected (as applicable).<br />
• If the connection between the aircraft <strong>and</strong> tractor should be lost while in<br />
motion it is important to inform the flight deck to apply brakes gently.<br />
• At the end <strong>of</strong> the pushback sequence <strong>and</strong> before the tractor is<br />
disconnected the flight deck shall be instructed to set the aircraft brakes<br />
<strong>and</strong> hold position until receipt <strong>of</strong> visual signals for final clearance to<br />
taxi.<br />
Note: Brakes set must be confirmed to ground staff.<br />
- 38 -
• After disconnecting the tractor from the nose gear <strong>and</strong> before removal<br />
<strong>of</strong> the by-pass pin, position the tractor in such a way that it is visible<br />
from the cockpit (e.g. at a 90 degrees angle from the aircraft).<br />
• Before the aircraft commences taxiing under its own power, all<br />
equipment <strong>and</strong> personnel must be moved clear <strong>of</strong> the aircraft. Ground<br />
staff shall then give the final clearance signal once they are clear <strong>of</strong> the<br />
taxiway/taxi lane <strong>and</strong> display <strong>of</strong> the by-pass pin (if appropriate) to the<br />
flight deck crew. This indicates that all equipment <strong>and</strong> personnel are<br />
clear <strong>of</strong> the aircraft <strong>and</strong> that it s safe to commence taxiing. An<br />
acknowledgement <strong>of</strong> the signal must be received from the flight deck<br />
crew.<br />
Main-gear controlled<br />
• The operator should stay in the flight deck, remain clear <strong>of</strong> the hazard<br />
zones during operation <strong>and</strong> avoid walking backwards when despatching<br />
the aircraft.<br />
• Ensure the correct remote control unit is used for the corresponding unit<br />
(verify by the unit number or colour code).<br />
• Prior to connection <strong>of</strong> the unit to the aircraft a check should be made, at<br />
normal operating distance, to ensure that the unit’s remote control<br />
system is functional.<br />
• When positioning the unit on aircraft verification should be made that<br />
the unit is appropriately configured for the aircraft type.<br />
• St<strong>and</strong>ard terminology should be used by the headset operator to enable<br />
the aircraft steering function to be performed from the flight deck, as<br />
follows:<br />
“left, left” - Flight deck apply left steering<br />
“right, right” - Flight deck apply right steering<br />
“steady” - Flight deck hold steering in current<br />
position<br />
“reduce turn” - Flight deck reduce steering angle<br />
“neutral” - Flight deck place steering in neutral<br />
position<br />
“rollers are open” - St<strong>and</strong>by for h<strong>and</strong> signals<br />
• In the event <strong>of</strong> any equipment malfunction during push-back, the<br />
headset operator should instruct the flight deck to gently apply the<br />
aircraft brakes.<br />
• At the end <strong>of</strong> the pushback the operator should verify that the rollers are<br />
fully open by observing the unit’s indicator lights, before giving the allclear<br />
signal to the flight deck.<br />
- 39 -
• In the event that an emergency passenger evacuation is required during<br />
pushback, the main-gear controlled unit may have to be removed from<br />
the aircraft so that it will not interfere with the evacuation process.<br />
Power Back Operations<br />
• The Powerback operations must be in conjunction with the safety<br />
considerations for aircraft movement operations.<br />
• Powerback operations should only be carried out within<br />
limitations/approval <strong>of</strong> the respective authorities.<br />
• Ground crew should consist <strong>of</strong> a minimum <strong>of</strong> 3 persons, i.e. a<br />
marshaller <strong>and</strong> 2 wing walkers. The marshaller is in charge <strong>of</strong> the<br />
operations.<br />
• The marshaller engaged in powerback operations should wear, in<br />
addition to their normal personal protective equipment, protective<br />
goggles.<br />
• In conjunction with the safety considerations operations should not be<br />
conducted if any one <strong>of</strong> the following conditions exist:<br />
- If any member <strong>of</strong> the ground crew is not properly protected,<br />
the departure gate is not approved for such operations,<br />
- The entire area <strong>of</strong> the operation is not adequately<br />
illuminated,<br />
- Visibility is restricted due to weather conditions,<br />
- A accumulation ice or snow on the apron,<br />
- Verbal agreement is not reached between the marshaller <strong>and</strong><br />
the flight deck.<br />
• To terminate a powerback, only the “come straight ahead” signal is to<br />
be given to the flight deck, the “stop” signal only being given when the<br />
aircraft has achieved forward movement.<br />
- 40 -
Towing Operations<br />
• The tractor <strong>and</strong> towbar/shear-pin combination should be suitable for the<br />
operation, considering: the aircraft type <strong>and</strong> weight, the weather<br />
conditions, the apron surface conditions.<br />
• The tractor should be in the appropriate drive mode prior to the<br />
commencement <strong>of</strong> the operation.<br />
• Chocks should not be removed from the main-gear until the tractor <strong>and</strong><br />
towbar are fully secured to the nose-gear <strong>and</strong> parking brakes on the<br />
tractor are set.<br />
• For aircraft fitted with a Steering By-pass system, ensure that the bypass<br />
pin is correctly installed prior to connecting the towbar to the<br />
aircraft <strong>and</strong> before pushback commences <strong>and</strong> is removed after pushback<br />
is complete.<br />
• For aircraft not fitted with a Steering By-pass system, ensure that either<br />
the steering hydraulic system is depressurised or the noseleg steering<br />
torque links are disconnected (as applicable).<br />
• Prior to the commencement <strong>of</strong> any towing operation a check should be<br />
made to ensure the aircraft is “configured” correctly for the operation.<br />
• Prior to the commencement <strong>of</strong> any towing operation a check should be<br />
made that the communications link between the tractor <strong>and</strong> the aircraft<br />
is functional.<br />
• In the event that the communication link between the tractor <strong>and</strong> the<br />
aircraft is broken during the tow the operation should be immediately<br />
stopped.<br />
• When towing on ice or snow the towing speed must be considerably<br />
reduced <strong>and</strong> in particular before entering any turns. Under slippery<br />
conditions stopping the towing operation while in a turn should be<br />
avoided.<br />
• If the aircraft is about to overtake the tractor the flightdeck operator<br />
should immediately be warned by horn signal or radio/interphone to<br />
immediately apply the aircraft brakes gently.<br />
• The “brake rider” in the cockpit should wear a seat belt.<br />
• Any personnel on board a moving aircraft should be seated.<br />
• The aircraft should have full hydraulic brake system pressure prior to<br />
<strong>and</strong> for the duration <strong>of</strong> the towing operation.<br />
• When towing on a “down slope” the operation should be at a very low<br />
speed to prevent the aircraft overtaking the tractor.<br />
• When towing during low visibility/night conditions the aircraft should<br />
be adequately illuminated.<br />
• If maintenance towing is done, a chock shall be placed behind the<br />
maingear before the tug is disconnected.<br />
- 41 -
Towbarless<br />
• The tractor should be suitable for the operation, considering: the aircraft<br />
type <strong>and</strong> weight, the weather conditions, the apron surface conditions.<br />
• Chocks should not be removed from the main-gear until the tractor is<br />
fully secured to the nose-gear <strong>and</strong> brakes confirmed as set on the<br />
tractor.<br />
• For aircraft fitted with a Steering By-pass system, ensure that the bypass<br />
pin is correctly installed prior to connecting the tractor to the<br />
aircraft <strong>and</strong> before towing commences <strong>and</strong> is removed after towing is<br />
completed.<br />
• For aircraft not fitted with a Steering By-pass system, ensure that either<br />
the steering hydraulic system is depressurised <strong>of</strong> the noseleg steering<br />
torque links are disconnected (as applicable).<br />
• When towing on ice or snow the towing speed must be considerably<br />
reduced <strong>and</strong> in particular before entering any turns. Under slippery<br />
conditions stopping the towing operation while in a turn should be<br />
avoided.<br />
• If the aircraft is about to overtake the tractor the flight deck operator<br />
should immediately be warned by horn signal or radio/interphone to<br />
immediately apply the aircraft brakes gently.<br />
• When towing is on a “down slope” the operation should be at a very<br />
low speed to prevent the aircraft overtaking the tractor.<br />
• When approaching any facilities or congested areas the tractor operator<br />
request the guidance <strong>of</strong> wigswalkers.<br />
Movement In/Out <strong>of</strong> Hangars<br />
• The movement <strong>of</strong> aircraft in the hangars operations must be in<br />
conjunction with the safety considerations for aircraft movement<br />
operations.<br />
• Only those personnel trained <strong>and</strong> qualified in the movement <strong>of</strong> aircraft<br />
in/out <strong>of</strong> hangars should perform this operation <strong>and</strong> a crew chief<br />
assigned to the operation.<br />
• Adequate personnel (wing/tail walkers) should be assigned to the<br />
operation to ensure clearances between the aircraft <strong>and</strong> objects in the<br />
hangar.<br />
• Method <strong>of</strong> communication between the personnel involved in the<br />
aircraft movement in/out <strong>of</strong> the hangar should be agreed upon before<br />
any movement is started.<br />
• The tractor <strong>and</strong>/or towbar/shear-pin combination should be suitable for<br />
the operation, considering: the aircraft type <strong>and</strong> weight, the weather<br />
condition, the apron surface conditions.<br />
- 42 -
• Hangar door should be opened <strong>and</strong> secured to ensure sufficient wingtip<br />
<strong>and</strong> horizontal/vertical stabiliser clearances under all operational<br />
conditions.<br />
• <strong>Aircraft</strong> docking systems <strong>and</strong> all other equipment must be removed <strong>and</strong><br />
stowed out <strong>of</strong> the path <strong>of</strong> travel <strong>of</strong> the aircraft.<br />
• Consideration should be given to the ability <strong>of</strong> the tow tractor to<br />
manoeuvre in/out <strong>of</strong> the tow position inside the hangar.<br />
• Floor markings <strong>and</strong> stop signs should be in accordance with aircraft<br />
type operating in/out <strong>of</strong> the hangars.<br />
Ground/Flight Deck Communication<br />
Minimum Ground Staff/Cockpit Crew<br />
Phraseologies<br />
Pushback preparation<br />
FD-GC Confirm by-pass pin inserted <strong>and</strong> external checks<br />
completed<br />
GC-FD Confirmed complete<br />
If aircraft type requires pressurisation<br />
FD-GC Are you clear to pressurise?<br />
GC-FD Clear to pressurise<br />
Pushback<br />
FD-GC Are we ready to push?<br />
GC-FD Ready to push<br />
GC-FD Release brakes<br />
FD-GC Brakes released<br />
FD-GC Cleared to push, face xxxx<br />
GC-FD Cleared to push, face xxxx<br />
- 43 -
Engine start<br />
FD-GC Are we clear to start engines?<br />
GC-FD Clear to start engine(s)<br />
FD-GC Starting engine(s)<br />
On completion <strong>of</strong> pushback<br />
GC-FD Pushback complete, set brakes<br />
FD-GC Brakes set<br />
If using two-man pushback team<br />
FD-GC Clear to disconnect tractor/towbar<br />
GC-FD Disconnecting tractor/towbar<br />
GC-FD All ground equipment clear, by-pass pin removed, wait for<br />
clearance on left/right<br />
Using single-man pushback team<br />
FD-GC Clear to disconnect tractor/towbar<br />
GC-FD Disconnecting tractor/towbar, wait for clearance on<br />
left/right<br />
Note:<br />
Once the Ground crew are clear <strong>of</strong> the taxiway they will display the bypass<br />
pin. The by-pass pin will be shown with a thumb up signal which<br />
will be acknowledged by the flight crew before the ground crew leave<br />
the area. Ground crew are to remain in position until the aircraft<br />
commences its taxi.<br />
Warning: <strong>Aircraft</strong> taxi or l<strong>and</strong>ing lights must not be switched on at any<br />
time the Flight Crew suspect that the tug is attached to the aircraft <strong>of</strong> if<br />
any person is believed to be in close proximity to the lights, even in<br />
daylight.<br />
GC-FD Stop, Stop, Stop, Set Brakes<br />
FD-GC Brakes set<br />
- 44 -
XI. Peculiarities <strong>of</strong> Some KAIA <strong>Aircraft</strong>s<br />
C-130 Canadians Hercules are very sensitive with the GPU frequency: when the frequency <strong>of</strong> the GPU is<br />
more than 2 Hz bellow 400 Hz, the GPU electrical power is disconnected from the aircraft.<br />
IL76 Two IL76 cannot occupy two adjacent tactical positions, example: apron 8 positions 3 <strong>and</strong> 5. Almost<br />
always requires GPU.<br />
A340 Airbus A340 always requests air-starter <strong>and</strong> refuelling ladder.<br />
AN124 Most <strong>of</strong> the times it requires GPU.<br />
B747 Requires: Chocks <strong>and</strong> refuelling ladder <strong>and</strong> sometime air-starter.<br />
WINGSPAN, LENGTH & PARKING POSITIONS OF KAIA<br />
AIRCRAFS:<br />
- 45 -
SAFETY DISTANCE OF KAIA AIRCRAFTS:<br />
- 46 -
XII. Pacing Wingspans<br />
Some people have an uncanny ability to look at a parking space <strong>and</strong> say “that<br />
aircraft will fit in that parking space with 2 meters distance to spare”. Consider<br />
yourself lucky if you can do it consistently.<br />
For the rest <strong>of</strong> us mere mortals, we have devised a system that works just as well.<br />
We rely on a system <strong>of</strong> “pacing” to determine how large a space really is. Here is<br />
how it works:<br />
• First, find out how long your pace is. On your pavement, take 10 slightly<br />
exaggerated steps, then measure that distance <strong>and</strong> divide it by 10. Your pace<br />
may be 0.76 metres, 0.86 metres, 0.90metres, etc. Keep doing this until you<br />
can consistently take the same size step every time.<br />
• Next, convert an aircraft’s wingspan into metres, <strong>and</strong> then divide that number<br />
by the number <strong>of</strong> metres in your pace. For example, a TBM’s span is 16.95<br />
metres. 16.95 divided by my pace, 0.95 metres = 17.84 or 18 paces. In this<br />
example, you must have 18 paces plus the safety distance.<br />
NOTE: Once you have your paces down put those on an index card in your note<br />
pad.<br />
AC Wingspan<br />
mts.<br />
Marshallers Stride Guide<br />
Wingspan in<br />
paces<br />
- 47 -<br />
Fuselage<br />
Length<br />
mts.<br />
Fuselage Length<br />
in paces<br />
Remember:<br />
• You must develop a consistent pace.<br />
• Plan ahead.<br />
• You cannot wait until the aircraft is before you to start your pacing.<br />
• Allow reasonable wingtip clearance.<br />
• If something is not right, stop the aircraft <strong>and</strong> ask for help. It is much better to<br />
apologize to the pilot for your slip than it is to pay out big dollars to fix his<br />
crumpled wingtip.<br />
• Always think safety first!<br />
On being a “wing walker”<br />
• Only one marshaller at a time should be acting as a wing walker. If two or<br />
more marshallers are in position, they should decide in advance who will have<br />
the honour. Those not helping should move back or squat down, so that there<br />
will be no confusion as to who is the wing walker.
• The wing walker should advise the marshaller in control how close the tip<br />
clearance is, not only by giving “thumbs up” or “thumbs down”, but by<br />
holding his h<strong>and</strong>s apart to simulate the actual clearance.<br />
XIII. Signals Used For <strong>Aircraft</strong> Movement<br />
on the Apron<br />
All Marshaller signals will comply with North Atlantic Treaty Organization (NATO)<br />
St<strong>and</strong>ardization Agreement 3117, <strong>and</strong> the International <strong>Civil</strong> <strong>Aviation</strong> Organization (ICAO<br />
signals.<br />
The marshaller will signal facing the aircraft while st<strong>and</strong>ing in one <strong>of</strong> these positions:<br />
1. Fixed-wing aircraft. The marshaller will st<strong>and</strong> forward <strong>of</strong> the aircraft to the pilots left.<br />
Remember if you cannot see the pilot he cannot see you!<br />
2. Helicopters. The marshaller will st<strong>and</strong> in front in full view <strong>of</strong> the pilot.<br />
During night operations, the marshaller will use a pair <strong>of</strong> same colour light w<strong>and</strong>s. During taxiing<br />
or parking, the pilot must stop immediately if one or both <strong>of</strong> the marshaller’s w<strong>and</strong>s fail.<br />
Upon observing or receiving any <strong>of</strong> the signals, the aircraft shall take such action as may be<br />
required by the interpretation <strong>of</strong> the signal given.<br />
The signals shall be used only for the purpose indicated <strong>and</strong> no other signals likely to be confused<br />
with them shall be used.<br />
No person shall guide an aircraft unless trained, qualified <strong>and</strong> approved by the appropriate<br />
authority to carry out the functions <strong>of</strong> a signalman.<br />
The signalman shall wear a distinctive fluorescent identification vest to allow the flight crew to<br />
identify that he or she is the person responsible for the marshalling operation.<br />
Daylight-fluorescent w<strong>and</strong>s, table-tennis bats or gloves shall be used for all signalling by all<br />
participating ground staff during daylight hours. Illuminated w<strong>and</strong>s shall be used at night or in low<br />
visibility.<br />
When you are going to marshall as you approach the aircraft, look all around, under <strong>and</strong> behind for<br />
anything that may be a potential hazard either to the aircraft or to personnel behind the aircraft.<br />
Assume your position in front the pilot. Make eye contact, raise fully extended arms straight above<br />
head with w<strong>and</strong>s pointing up, move h<strong>and</strong>s forward <strong>and</strong> afterwards to keep from blending into the<br />
background. Indicating to him “I am your marshaller.” Remember, if you can’t see the pilot, he<br />
can’t see you. Your posture should be balanced, legs apart, yet relaxed. Check for fire bottle;<br />
look over aircraft for leaking fuel, oil, <strong>and</strong> hydraulic fluid or open compartments. Check to ensure<br />
civilians <strong>and</strong> ground crew are out <strong>of</strong> the way. Do a 360 degrees check before the engines are<br />
started. Use the ICAO & NATO signals described ahead to marshall out:<br />
- 48 -
- 49 -<br />
Fig. 1 WING WALKER/GUIDE<br />
Raise right h<strong>and</strong> above head level with<br />
w<strong>and</strong> pointing up; move left-h<strong>and</strong> w<strong>and</strong><br />
pointing down toward body.<br />
Note: This signal provides an indication by<br />
a person positioned at the aircraft wing tip,<br />
to the pilot/marshaller/push-back operator,<br />
that the aircraft movement on/<strong>of</strong>f a parking<br />
position would be unobstructed.<br />
Fig. 2 PROCEED TO NEXT<br />
MARSHALLER<br />
Point both arms upward, move <strong>and</strong> extend<br />
arms outward to side <strong>of</strong> body <strong>and</strong> point with<br />
w<strong>and</strong>s to direction <strong>of</strong> the next marshaller or<br />
taxi area.<br />
Fig. 3 THIS MARSHALLER (Identify<br />
gate)<br />
Raise fully extended arms straight above<br />
head with w<strong>and</strong>s pointing up, move h<strong>and</strong>s<br />
fore <strong>and</strong> aft to keep from blending into<br />
background.
- 50 -<br />
Fig. 4 CONTINUE TO TAXI STRAIGHT<br />
AHEAD OR MOVE FORWARD<br />
Bend extended arms at elbows <strong>and</strong> move<br />
w<strong>and</strong>s up <strong>and</strong> down from chest height to<br />
head.<br />
Fig. 5 TURN TO THE LEFT (from the<br />
pilot point <strong>of</strong> view)<br />
With right arm <strong>and</strong> w<strong>and</strong> extended at a 90º<br />
angle to the body, left h<strong>and</strong> makes the come<br />
ahead signal motion. The rate <strong>of</strong> signal<br />
motion indicates to the pilot the rate <strong>of</strong><br />
aircraft movement desired.<br />
Fig. 6 TURN TO THE RIGHT (from the<br />
pilots point <strong>of</strong> view)<br />
With left arm <strong>and</strong> wan extended at a 90º<br />
angle to the body, right h<strong>and</strong> makes the<br />
come ahead signal. The rate <strong>of</strong> signal<br />
motion indicates to the pilot the rate <strong>of</strong><br />
aircraft movement desired.
- 51 -<br />
Fig. 7 SLOW-DOWN<br />
Move extended arms downwards in a<br />
“patting gesture”, moving w<strong>and</strong>s up <strong>and</strong><br />
down from waist to knees.<br />
Fig. 8 NORMAL STOP<br />
Fully extended arms <strong>and</strong> w<strong>and</strong>s at a 90degree<br />
angle <strong>and</strong> slowly move to above<br />
head until w<strong>and</strong>s cross.<br />
Fig. 9 EMERGENCY STOP<br />
Abruptly extended arms <strong>and</strong> w<strong>and</strong>s to the<br />
top head, crossing w<strong>and</strong>s.
- 52 -<br />
Fig. 10 START ENGINES<br />
Raise right arm to head level with w<strong>and</strong><br />
pointing up <strong>and</strong> start a circular motion with<br />
head; at the same time, with left arm raised<br />
above head level, point to engine to be<br />
started.<br />
Fig. 11 CUT ENGINES/ROTOR<br />
Extend arm with w<strong>and</strong> forward <strong>of</strong> body at<br />
shoulder level; move h<strong>and</strong> <strong>and</strong> w<strong>and</strong> to top<br />
<strong>of</strong> left shoulder <strong>and</strong> draw w<strong>and</strong> to top <strong>of</strong><br />
right shoulder in a slicing motion across<br />
throat.<br />
Fig. 12 SLOW-DOWN ENGINE(S) ON<br />
SIDE INDICATED<br />
With arms down <strong>and</strong> w<strong>and</strong>s toward ground,<br />
wave either right or left w<strong>and</strong> up <strong>and</strong> down<br />
indicating engine(s) on left or right side<br />
respectively should be slowed down.
- 53 -<br />
Fig. 13 MOVE BACK<br />
With arms in front <strong>of</strong> body at waist height,<br />
rotate arms in a forward motion. To stop<br />
rearward movement, use signals: Normal<br />
Stop or Emergency stop<br />
Fig. 14 TURN WHILE BACKING-TAIL<br />
TO THE RIGHT<br />
Point left arm with w<strong>and</strong> down <strong>and</strong> bring<br />
right arm from overhead vertical position to<br />
horizontal forward position, repeating rightarm<br />
movement.<br />
Fig. 15 TURN WHILE BACKING-TAIL<br />
TO THE LEFT<br />
Point right arm with w<strong>and</strong> down <strong>and</strong> bring<br />
left arm from overhead vertical position to<br />
horizontal forward position, repeating leftarm<br />
movement.
- 54 -<br />
Fig. 16 GPU CONNECTED<br />
Hold arms fully extended above head; open<br />
left h<strong>and</strong> horizontally <strong>and</strong> move finger tips<br />
<strong>of</strong> right h<strong>and</strong> into <strong>and</strong> touch open palm <strong>of</strong><br />
left h<strong>and</strong> (forming a “T”). At night,<br />
illuminated w<strong>and</strong>s can also be used to form<br />
the “T” above head.<br />
Fig. 17 GPU DISCONNECTED<br />
Hold arms fully extended above head with<br />
finger tips <strong>of</strong> right h<strong>and</strong> touching open<br />
horizontal palm <strong>of</strong> left h<strong>and</strong> (forming a<br />
“T”); then move right h<strong>and</strong> away from the<br />
left. Do not disconnect power until<br />
authorized by flight crew. At night,<br />
illuminated w<strong>and</strong>s can also be used to form<br />
the “T” above head.<br />
Fig. 18 ESTABLISH COMMUNICATION<br />
VIA INTERPHONE (technical/servicing<br />
communication signal)<br />
Extend both arms at 90 degrees from body<br />
<strong>and</strong> move h<strong>and</strong>s to cup both ears.
- 55 -<br />
Fig. 19 OPEN/CLOSE STAIRS<br />
(technical/servicing communication<br />
signal)<br />
With right arm at side <strong>and</strong> left arm raised<br />
above head at a 45 degree angle, move right<br />
arm in a sweeping motion towards top <strong>of</strong><br />
left shoulder.<br />
Note: This signal is intended mainly for<br />
aircraft with the set <strong>of</strong> integral stairs at the<br />
front.<br />
Fig. 20 CHOCKS - INSERTED<br />
With arms <strong>and</strong> w<strong>and</strong>s fully extended above<br />
head, move w<strong>and</strong>s inward in a “jabbing”<br />
motion until w<strong>and</strong>s touch. Ensure<br />
acknowledgement is received from flight<br />
crew.<br />
Fig. 21 CHOCKS - REMOVED<br />
With arms <strong>and</strong> w<strong>and</strong>s fully extended above<br />
head, move w<strong>and</strong>s outward in a “jabbing<br />
motion. Do not remove chocks until<br />
authorized by flight crew.
- 56 -<br />
Fig 22 RELEASE BRAKES<br />
Raise h<strong>and</strong> just above shoulder height with<br />
h<strong>and</strong> closed in a fist. Ensuring eye contact<br />
with flight crew, open palm. Do not move<br />
until receipt <strong>of</strong> “thumbs up”<br />
acknowledgement from flight crew.<br />
Fig 23 SET BRAKES<br />
Raise h<strong>and</strong> just above shoulder height with<br />
open palm. Ensuring eye contact with flight<br />
crew, close h<strong>and</strong> into a fist. Do not move<br />
until receipt <strong>of</strong> “thumbs up”<br />
acknowledgement from flight crew.<br />
5
- 57 -<br />
Fig. 26 NEGITAVE (NOT CLEAR)<br />
Hold right arm straight out at 90 degrees<br />
from shoulder <strong>and</strong> point w<strong>and</strong> down to<br />
ground or display h<strong>and</strong> with “thumbs<br />
down”; left h<strong>and</strong> remains at side by knee.<br />
Fig. 27 FIRE<br />
Move right-h<strong>and</strong> w<strong>and</strong> in a “fanning”<br />
motion from shoulder to knee, while at the<br />
same time pointing with left-h<strong>and</strong> w<strong>and</strong> to<br />
area <strong>of</strong> fire.<br />
Fig. 28 EXTERNAL STARTING AIR<br />
CONNECTED<br />
H<strong>and</strong>s above head, left h<strong>and</strong> cupped, right<br />
fully clenched, right fist moved in direction<br />
<strong>of</strong> left h<strong>and</strong> <strong>and</strong> inserted into cup made by<br />
left h<strong>and</strong>.
- 58 -<br />
Fig. 29 EXTERNAL STARTING AIR<br />
DISCONNECTED<br />
H<strong>and</strong>s above head, left h<strong>and</strong> cupped, right<br />
fist moved away from left h<strong>and</strong><br />
withdrawing fist from cup made by left<br />
h<strong>and</strong>.<br />
Fig. 30 ABANDON AIRCRAFT<br />
Simulate unfastening seat belt <strong>and</strong> shoulder<br />
straps <strong>and</strong> throwing them up <strong>and</strong> <strong>of</strong>f.<br />
Fig. 31 PERSONNEL APPROCH<br />
AIRCRAFT<br />
Left h<strong>and</strong> raised vertically overhead, palm<br />
towards aircraft. The other h<strong>and</strong> indicates to<br />
personnel concerned <strong>and</strong> gestures towards<br />
aircraft.
- 59 -<br />
Fig. 32 CLEARENCE FOR<br />
PERSONNEL TO APPROCH<br />
AIRCRAFT<br />
A beckoning motion with right h<strong>and</strong> at eye<br />
level.<br />
Fig. 33 LANDING GEAR PINS<br />
REMOVED<br />
With arms <strong>and</strong> h<strong>and</strong>s in the “INSTALLED”<br />
position, the right h<strong>and</strong> unclasps left<br />
forearm.<br />
Fig. 34 LANDING GEAR PINS<br />
INSTALLED<br />
With arms above head, the right h<strong>and</strong> clasps<br />
left forearm.
- 60 -<br />
Fig. 35 LANDING GEAR PINS<br />
REMOVED<br />
With arms <strong>and</strong> h<strong>and</strong>s in the “INSTALLED”<br />
position, the right h<strong>and</strong> unclasps left<br />
forearm.<br />
Fig. 36 HOT BRAKES<br />
Arms extended with forearm perpendicular<br />
to ground. Palms facing body.<br />
Fig. 37 HOT BRAKES LEFT SIDE<br />
Arms extended with forearm perpendicular<br />
to ground. Gesture indicates left side.
- 61 -<br />
Fig. 38 HOT BRAKES RIGHT SIDE<br />
Arms extended with forearm perpendicular<br />
to ground. Gesture indicates right side.<br />
Fig. 39 ENGAGE NOSE GEAR<br />
STEERING<br />
Point to nose with the index finger while<br />
indicating direction <strong>of</strong> turn with the other<br />
index finger.<br />
Fig. 40 DISENGAGE NOSE GEAR<br />
STEERING<br />
Point to nose with the index finger, lateral<br />
wave with open palm <strong>of</strong> other h<strong>and</strong> at<br />
shoulder height.
- 62 -<br />
Fig. 41 TAIL WHEEL/NOSE WHEEL<br />
LOCKED<br />
H<strong>and</strong>s together overhead, palms open from<br />
the wrist in a vertical V, <strong>and</strong> then closed.<br />
Fig. 42 TAIL WHEEL/NOSE WHEEL<br />
UNLOCKED<br />
H<strong>and</strong> overhead, palms together then opened<br />
from the wrists to form a vertical V.<br />
Fig. 43 TILLER BAR/STEERING ARM<br />
IN PLACE<br />
Hold nose with left h<strong>and</strong>, right h<strong>and</strong> moving<br />
horizontally at waist level.
Signals Used for Helicopters<br />
- 63 -<br />
Fig. 44 MOVE UPWARD<br />
Fully extend arms <strong>and</strong> w<strong>and</strong>s at a 90<br />
degree angle to sides <strong>and</strong>, with palms<br />
turned up, move h<strong>and</strong>s upwards. Speed <strong>of</strong><br />
movement indicates rate <strong>of</strong> ascent.<br />
Fig. 45 MOVE DOWNWARDS<br />
Fully extend arms <strong>and</strong> w<strong>and</strong>s at a 90<br />
degree angle to sides <strong>and</strong>, with palms<br />
turned down, move h<strong>and</strong>s downwards.<br />
Speed <strong>of</strong> movement indicates rate <strong>of</strong><br />
descent.<br />
Fig. 46 MOVE HORIZONTALLY TO<br />
THE RIGHT (from pilot’s point <strong>of</strong><br />
view)<br />
Extend arm horizontally at a 90 degree<br />
angle to left side <strong>of</strong> body. Move other arm<br />
in the same direction in a sweeping<br />
motion.
- 64 -<br />
Fig. 47 MOVE HORIZONTALLY TO<br />
THE LEFT (from pilot’s point <strong>of</strong> view)<br />
Extend arm horizontally at a 90 degree<br />
angle to right side <strong>of</strong> body. Move other<br />
arm in the same direction in a sweeping<br />
motion.<br />
Fig. 48 HOVER<br />
Fully extended horizontal arms <strong>and</strong> w<strong>and</strong>s<br />
at a 90 degres angle to the sides.<br />
Fig. 49 LAND<br />
Cross arms with w<strong>and</strong>s downwards <strong>and</strong> in<br />
front <strong>of</strong> body.
- 65 -<br />
Fig. 50 HOLD POSITION/STAND BY<br />
Fully extend arms <strong>and</strong> w<strong>and</strong>s downwards<br />
at a 45 degree angle to sides. Hold position<br />
until aircraft is clear for next manoeuvre.<br />
Fig. 51 DISPATCH AIRCRAFT<br />
Perform a st<strong>and</strong>ard salute with right h<strong>and</strong><br />
or w<strong>and</strong> to dispatch the aircraft. Maintain<br />
eye contact with flight crew until aircraft<br />
has begun to taxi.<br />
Fig. 52 DO NOT TOUCH CONTROLS<br />
(technical/servicing communication<br />
signal)<br />
Extend right arm fully above head <strong>and</strong><br />
close fist or hold w<strong>and</strong> in horizontal<br />
position; left arm remains at side by knee.
- 66 -<br />
Fig. 53 LANDING DIRECTION<br />
Marshaller turns <strong>and</strong> faces toward point<br />
where aircraft is to l<strong>and</strong>, the arms are<br />
lowered repeatedly from a vertical position<br />
to a horizontal position, stopping finally in<br />
the horizontal position.<br />
Fig. 54 WAVE OFF<br />
Waving <strong>of</strong> arms over the head.<br />
Fig. 55 TAKE OFF THIS WAY (at<br />
pilot’s discretion)<br />
Marshaller conceals left h<strong>and</strong> <strong>and</strong> makes<br />
circular motion <strong>of</strong> right h<strong>and</strong> over head in<br />
horizontal plane ending in a throwing<br />
motion <strong>of</strong> arm towards direction <strong>of</strong> take<br />
<strong>of</strong>f.
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Fig. 56 ENGAGE ROTOR(S)<br />
Circular motion in horizontal plane with<br />
right h<strong>and</strong> above head.<br />
Signal from the Pilot <strong>of</strong> an <strong>Aircraft</strong> to the<br />
Marshaller<br />
These signals are designed for use by a pilot in the cockpit with h<strong>and</strong>s plainly visible to the<br />
signalman, <strong>and</strong> illuminated as necessary to facilitate observation by the signalman.<br />
The aircraft engines are numbered in relation to the signalman facing the aircraft, from right to left<br />
(i.e. num. 1 engine being the port outer engine).<br />
Fig. 57 NEED FUEL<br />
Raise arm <strong>and</strong> h<strong>and</strong>, with the thumb finger<br />
aiming to the mouth.
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Fig. 58 LIGHTS ON<br />
Raise arm <strong>and</strong> h<strong>and</strong>, with the fingers<br />
Index <strong>and</strong> middle extended <strong>and</strong> aiming to<br />
the eyes.<br />
Fig. 59 BRAKES ENGAGED<br />
Raise arm <strong>and</strong> h<strong>and</strong>, with fingers<br />
extended, horizontally in front <strong>of</strong> face,<br />
then clench fist.<br />
Note.- The moment the fist is clenched or<br />
the fingers are extended indicates,<br />
respectively, the moment <strong>of</strong> brake<br />
engagement or release.<br />
Fig. 60 BRAKES RELEASED<br />
Raise arm, with fist clenched, horizontally<br />
in front <strong>of</strong> face, <strong>and</strong> then extend fingers.<br />
Note.- The moment the fist is clenched or<br />
the fingers are extended indicates,<br />
respectively, the moment <strong>of</strong> brake<br />
engagement or release.<br />
.
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Fig. 61 INSERT CHOCKS<br />
Arms extended, palms outwards, move<br />
h<strong>and</strong>s inwards to cross in front <strong>of</strong> face.<br />
Fig. 62 REMOVE CHOCKS<br />
The h<strong>and</strong>s crossed in front <strong>of</strong> face, palms<br />
outwards, move arms outwards.<br />
Fig. 63 READY TO START ENGINE (S)<br />
Raise the appropriate number <strong>of</strong> fingers on<br />
one h<strong>and</strong> indicating the number <strong>of</strong> the<br />
engine to be started.
H<strong>and</strong> Signals<br />
XIV. Radio Communications Procedures<br />
• Use a transceiver with the airports ground frequency on it. Each vehicle<br />
should have a call sign identifying the vehicle. (i.e. Orange 1, Orange 2, etc.)<br />
• Know the proper phraseology <strong>and</strong> never use Citizen’s B<strong>and</strong> (CB) lingo or law<br />
enforcement “Ten” codes.<br />
• Think about what you are going to say before calling the controller.<br />
• Use the proper sequence in calling the controller.<br />
a) Say who you are calling <strong>and</strong> who you are. (Ground, Orange 1)<br />
b) Wait for the controller to respond. Sometimes it may take awhile if they<br />
are busy. When the controller responds, state where you are <strong>and</strong> where<br />
you want to go. (Orange 1 is on CAF ramp <strong>and</strong> would like to proceed to<br />
the general aviation ramp (heavies)).<br />
c) The controller will either approve or deny your request, or issue special<br />
instructions. Acknowledge that you have heard the controller. The<br />
section titled “<strong>Aviation</strong> Phraseology” lists ground control phrases <strong>and</strong><br />
definitions. You should know what they mean before going onto any<br />
taxiway or runway. Note: Use extreme caution when you hear the<br />
phrase “go ahead”. Controllers use this to mean “state your<br />
request” not to proceed to where you want to go.<br />
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Communications are not difficult with a little practice. If you are ever unsure what<br />
the controller said, or if you don’t underst<strong>and</strong> an instruction, ASK TO THE<br />
CONTROLLER TO REPEAT IT WITH “SAY AGAIN”. A controller, even one<br />
who is busy would rather repeat <strong>and</strong> explain something than have a<br />
misunderst<strong>and</strong>ing lead to an accident or runway incursion. Don’t proceed thinking<br />
that the instructions will become clear once you go a little further.<br />
<strong>Aviation</strong> Phraseology<br />
Definitions<br />
Approved: Permission given for requested<br />
action.<br />
Approved as requested: Permission given to carry out the<br />
action according to the request.<br />
Acknowledge: Let me know you have received <strong>and</strong><br />
underst<strong>and</strong> this message.<br />
Advise intentions: Tell me what you plan to do.<br />
Affirmative: Yes<br />
Break: To be used where there is no clear<br />
distinction between the text <strong>and</strong><br />
other portions <strong>of</strong> the message.<br />
Break Break: Indicate the separation between<br />
messages transmitted to different<br />
aircraft in a very busy environment.<br />
Cleared: Authorized to proceed under the<br />
conditions specified.<br />
Contact: Establish communication with.<br />
Confirm: My version is ... is that correct?<br />
Correction: An error has been made in the<br />
transmission <strong>and</strong> the correct version<br />
follows.<br />
Correct: True or Accurate.<br />
Disregard: Ignore.<br />
Go ahead: State your request.<br />
Expedite: Carry out the activity as quickly as<br />
possible considering flight <strong>and</strong><br />
Expedite leaving the runway<br />
ground safety, always acknowledge.<br />
Person/agency/vehicle must leave<br />
the runway at the designated<br />
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at Delta: intersection (Delta).<br />
Hold: Stop where you are, wait for the<br />
next call, always acknowledge.<br />
Hold short <strong>of</strong> runway: Stop at least 20 mts. Distance away<br />
from the runway edge line, wait for<br />
the next call, always acknowledge.<br />
Hold short <strong>of</strong> taxiway Foxtrot: Stop at least 20 mts. Distance away<br />
from the intersection applicable<br />
taxiway edge line) wait for the next<br />
call, always acknowledge.<br />
How do you read? : How much was the message<br />
readable.<br />
If unable (alternative<br />
If unable, maintain alternative<br />
instructions) <strong>and</strong> advise: instructions <strong>and</strong> advise.<br />
Leave the runway/taxiway Person/agency/vehicle must leave<br />
Immediately:<br />
the runway/taxiway in a shortest<br />
way as fast as safely possible.<br />
Leave the runway<br />
Person/agency/vehicle must leave<br />
at Delta:<br />
the runway at the designated<br />
Monitor:<br />
intersection (Delta).<br />
Listen out on (frequency).<br />
Negative: No or Permission not granted or<br />
That is not correct or Not Capable.<br />
Immediately: At once.<br />
I say again:<br />
Pass your message:<br />
I repeat for clarity or emphasis.<br />
Say your message/request.<br />
Proceed: You can begin or continue moving.<br />
(Read you) loud <strong>and</strong> clear: Quality <strong>of</strong> the message was<br />
inaudible, check your<br />
radio/microphone then try again.<br />
(You are) Unreadable: Quality <strong>of</strong> the message was<br />
inaudible, check you<br />
Read back:<br />
radio/microphone then try again.<br />
Repeat my message back to me as<br />
received.<br />
Repeat it: Repeat you message/request.<br />
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Report: Pass me the following information.<br />
Roger: I have received all <strong>of</strong> your last<br />
transmission. (It should not be used<br />
to answer a yes or no question).<br />
Say again: Repeat what you just said.<br />
Say again all<br />
before/between/after:<br />
Repeat the specified part <strong>of</strong> this<br />
message before/between/after back<br />
to me exactly as received.<br />
Speak slower: Reduce your rate <strong>of</strong> speech.<br />
St<strong>and</strong>by: Requested action is neither approve<br />
or prohibited, the answer needs<br />
further coordination <strong>of</strong> the situation,<br />
wait for the next call.<br />
Stop: Stop at present position, wait for the<br />
next call.<br />
Unable: I can’t do that<br />
Verify: Request confirmation <strong>of</strong><br />
information.<br />
Wilco: I have received your message,<br />
underst<strong>and</strong> it, <strong>and</strong> will comply.<br />
Words twice a) As a request: Communication is<br />
difficult. Please send every word, or<br />
group <strong>of</strong> words, twice.<br />
b) As information: Since<br />
communication is difficult, every<br />
word, or group <strong>of</strong> words, in this<br />
Your transmission is<br />
Broken, unreadable:<br />
message will be sent twice.<br />
Parts <strong>of</strong> the transmission were<br />
readable but due to breaks during<br />
transmitting generally the whole<br />
message was unreadable.<br />
The following calls are examples only. It is impossible to st<strong>and</strong>ardize each case that<br />
can happen. The users must be aware that ATC personnel are busy with h<strong>and</strong>ling air<br />
<strong>and</strong> ground movements on the airfield at the same time, which is why they might not<br />
answer on the first call instantly. If you call the TOWER <strong>and</strong> there in no answer at<br />
once, do not call over <strong>and</strong> over again but try to call the TOWER within one to two<br />
minutes. When speaking, keep the message short <strong>and</strong> clear. Speak slowly in order to<br />
be underst<strong>and</strong>able (attention native English speakers!). First call the tower with your<br />
call sign to get attention to your call. After getting a respond, pass your<br />
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message/request. Regardless <strong>of</strong> that, the answer from the tower is positive or<br />
negative. In any case the caller must acknowledge the tower’s answer.<br />
General syntax <strong>of</strong> a radio call:<br />
Called party (i.e. who is called), Caller (i.e. who calls), message/request, reason,<br />
time needed on the runway.<br />
Note: That part <strong>of</strong> the message in italic is passed depending on the situation, but may<br />
be omitted as well. The caller always has to advise the TOWER on the reason, why<br />
he needs to proceed on the runway or taxiway. TOWER will give the reason <strong>of</strong> a<br />
negative answer, if the circumstances permit. Irrespective <strong>of</strong> getting a reason or not,<br />
caller must comply with TOWER’s instructions.<br />
Examples for radio conversations:<br />
Flight Safety Officer (FSO) request permission to proceed on the active runway at<br />
taxiway Golf for runway inspection:<br />
FSO, TOWER, FSO<br />
TOWER, FSO, TOWER, pass your message<br />
FSO, FSO, request permission to proceed on the runway at Golf for<br />
runway inspection.<br />
The TOWER approves the caller to proceed on the runway as the air traffic situation permits.<br />
TOWER, FSO, proceed on the runway report when <strong>of</strong>f.<br />
FSO, Roger, proceeding on, will report when <strong>of</strong>f.<br />
When the air traffic situation does not permit, TOWER will not issue a clearance to proceed on<br />
the runway. In this case the caller must hold his position <strong>and</strong> in no case is approved to enter the<br />
runway.<br />
TOWER, FSO, NEGATIVE, hold position, reason (e.g. arrival traffic)<br />
FSO, Roger, holding position<br />
When the caller has completed the requested work, he must exit the active runway in a shortest<br />
way, report to the tower to be <strong>of</strong>f the runway then stay away from the runway.<br />
FSO, TOWER, FSO, <strong>of</strong>f the runway at Alpha<br />
TOWER, FSO, Roger, remain <strong>of</strong>f the runway.<br />
CATO personnel request to proceed on the main taxiway from Hotel to kilo intersection with<br />
two vehicles.<br />
CATO, TOWER, CATO<br />
TOWER, CATO, TOWER, pass your message.<br />
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CATO, CATO, request permission to proceed on the main taxiway from<br />
Hotel to Kilo with two vehicles.<br />
The TOWER approves the caller to proceed on the taxiway as the traffic situation permits.<br />
TOWER, CATO, Roger, from Hotel to Kilo approved.<br />
CATO, Roger, approved.<br />
When the traffic situation does not permit, TOWER will not issue a clearance to proceed on the<br />
taxiway. In this case the caller must hold his position <strong>and</strong> in no case is approved to enter the<br />
taxiway.<br />
TOWER, CATO, NEGATIVE, hold position “reason” (e.g. aircraft is taxiing<br />
on the taxiway).<br />
CATO, Roger, holding position.<br />
Follow-Me vehicle request to cross the active runway at Charlie taxiway:<br />
FOLLOW ME 1, TOWER, Follow-Me 1<br />
TOWER, Follow-Me 1, TOWER, pass your message<br />
FOLLOW ME 1, Follow-Me 1, request permission to cross the runway at Charlie.<br />
The TOWER approves the caller to cross the active runway as the air traffic situation permits.<br />
TOWER, Follow-Me 1, runway crossing at Charlie approved, report when<br />
<strong>of</strong>f.<br />
FOLLOW ME 1, Roger, proceeding on, will report when <strong>of</strong>f.<br />
When the air traffic situation does not permit, TOWER will not issue a clearance to cross the<br />
active runway. In this case the caller must hold his position <strong>and</strong> in no case is approved to enter<br />
the runway.<br />
TOWER, Follow-Me 1, NEGATIVE, hold position “reason” (e.g.<br />
arrival/departure traffic).<br />
FOLLOW ME 1, Roger, holding position.<br />
The caller must cross the active runway in a shortest way, report to the tower to be <strong>of</strong>f the<br />
runway then stay away from the runway.<br />
FOLLOW ME 1, TOWER, Follow-Me 1, <strong>of</strong>f the runway.<br />
TOWER, Follow-Me 1, Roger, remain <strong>of</strong>f the runway.<br />
Examples for st<strong>and</strong>ard conversation without detailed explanation.<br />
Caller st<strong>and</strong>s for the person/agency/vehicle who is calling “TOWER” for permission to move<br />
on the taxiway or runway.<br />
1º<br />
CALLER, TOWER, Caller, request permission to proceed on the taxiway from<br />
Ramp 2 to Ramp 5 with 1 slow vehicle.<br />
TOWER a1 Caller, 2 to 5 approved.<br />
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TOWER a2 Caller, NEGATIVE, hold position, call me in 5 minutes.<br />
TOWER a3 Caller, Roger.<br />
2º<br />
CALLER, TOWER, Caller, request permission to proceed on the taxiway from<br />
Tango to Lima with 3 vehicles.<br />
TOWER a1 Caller, Tango to Lima approved.<br />
TOWER a2 Caller, NEGATIVE, call me in 3 minutes.<br />
TOWER a3 Caller, Roger.<br />
3º<br />
CALLER, TOWER, Caller, request permission to proceed on the taxiway from<br />
Crash Gate to Ramp 2.<br />
TOWER a1 Caller, Crash Gate to 2 approved.<br />
TOWER a2 Caller, NEGATIVE, hold position.<br />
TOWER a3 Caller, Roger.<br />
4º<br />
CALLER, TOWER, Caller, request permission to proceed on the runway at<br />
Charlie for maintenance.<br />
TOWER a1 Caller, proceed on the runway, report when <strong>of</strong>f.<br />
TOWER a2 Caller, proceeding on, will report when <strong>of</strong>f.<br />
TOWER a3 TOWER, Caller, maintenance terminated, <strong>of</strong>f the runway at Alpha,<br />
status <strong>of</strong> equipment maintained.<br />
TOWER a4 Caller, NEGATIVE, hold position.<br />
TOWER a5 Caller, Roger, holding position.<br />
5º<br />
CALLER, TOWER, Caller, radio check channel 3, how do you read?<br />
TOWER a1 Caller, TOWER, loud <strong>and</strong> clear.<br />
TOWER a2 Caller, Roger, loud <strong>and</strong> clear also, check over.<br />
<strong>Aviation</strong> Alphabet<br />
Alpha Bravo Charlie Delta Echo Foxtrot<br />
Golf Hotel India Juliet Kilo Lima<br />
Mike November Oscar Papa Quebec Romeo<br />
Sierra Tango Uniform Victor Whiskey X-ray<br />
Yankee Zulu<br />
Light Signals<br />
Air traffic controllers have a backup system for communicating if their radios fail.<br />
They have a light gun with different colours to let you know what to do. If you are<br />
ever working on a runway, taxiway or ramp <strong>and</strong> your radio stops, you should turn<br />
your vehicle towards the tower, start flashing your headlights <strong>and</strong> the controller will<br />
signal you with the light gun.<br />
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This may take some time if the controller’s attention is directed towards another part<br />
<strong>of</strong> the airport. BE PATIENT! Even a failed radio is not an excuse for proceeding<br />
without a proper clearance.<br />
Light signals <strong>and</strong> their meaning:<br />
Steady green OK to cross runway or taxiway, proceed<br />
or go.<br />
Steady red Stop.<br />
Flashing red Clear runway or taxiway.<br />
Flashing white Return to starting point.<br />
Alternating red & green General warning signal: use extreme<br />
caution. This can be followed by<br />
another signal as circumstances permit.<br />
XV. RECOMMENDATIONS FOR APRON<br />
MARKINGS AND SIGNS<br />
Although st<strong>and</strong>ards <strong>and</strong> recommended practices for aircraft ground movement have been<br />
developed, only limited guidance material is available for ground support equipment movement<br />
<strong>and</strong> parking on the apron. It is anticipated that implementation <strong>of</strong> world-wide st<strong>and</strong>ards for airport<br />
apron markings will be a significant contribution to a safe apron environment.<br />
REQUIREMENTS<br />
The areas requiring safety markings are:<br />
Service Roads;<br />
<strong>Aircraft</strong> parking st<strong>and</strong>s/gates;<br />
Aprons;<br />
Pedestrian crossing/walkways;<br />
Safety parking position for Passenger Loading Bridge;<br />
“No Parking” areas;<br />
Ground Support Equipment parking areas;<br />
Push-Back line;<br />
Push-Back Limit Marking.<br />
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The marking characteristics used in these guidelines for<br />
traffic markings are:<br />
Double white line – do not cross;<br />
Single white line – cross with caution;<br />
Broken white line – a roadway centre-line;<br />
Offset white line – do not cross;<br />
Solid single red line – do not cross during aircraft movement, cross with<br />
caution when required.<br />
CHARACTERISTICS<br />
SPECIFICATIONS:<br />
The following marking characteristics/specifications are defined:<br />
PAINT;<br />
COLOR;<br />
Recommended colours are:<br />
RED: for safety warning;<br />
WHITE: for traffic markings;<br />
YELLOW: for aircraft movement on aprons, taxiways <strong>and</strong> runways.<br />
VISIBILITY:<br />
Paint or other materials must be <strong>of</strong> high visibility e.g. reflective in nature <strong>and</strong><br />
consistent with every-day <strong>of</strong>f-airport use.<br />
Paint or other materials must be <strong>of</strong> sufficient coefficient <strong>of</strong> friction.<br />
DIMENSIONS AND SHAPE:<br />
The width, length <strong>and</strong> shape <strong>of</strong> a line or marking as outlined under the<br />
paragraph RECOMMMENDATIONS.<br />
RECOMMENDATIONS<br />
Service Roads:<br />
Roadway markings should be painted white <strong>and</strong> should consist <strong>of</strong> single<br />
solid outer lines indicating that crossing with caution is permitted. Crossing<br />
<strong>of</strong> a double white line <strong>and</strong>/or <strong>of</strong>fset broken white line is not permitted. In case<br />
<strong>of</strong> two opposing directions <strong>of</strong> travel, there should be a centre broken white<br />
line to divide traffic. Each lane <strong>of</strong> a service road should be <strong>of</strong> a minimum<br />
width to accommodate the widest equipment in use at that location.<br />
It is recommended that the following minimum specification be adopted:<br />
Width <strong>of</strong> line: 10cm (4 in)<br />
Gap between 5 cm (2 in)<br />
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lines:<br />
Broken line: 1.5m (5ft)<br />
In case <strong>of</strong> traffic STOP line, the width will be 20 cm (8in)<br />
Directional markings should be in the form <strong>of</strong> a white arrow painted on the<br />
service road surface. An arrow may be uni-or multi-directional. Arrows<br />
should be positioned at points where traffic enters or exits a service road<br />
with the objective to clarify the direction <strong>of</strong> travel.<br />
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Traffic speed-limit markings painted on the service road surface should be<br />
in the form <strong>of</strong> a white circle, with the maximum speed displayed inside the<br />
circle <strong>and</strong> shall be in accordance with local regulations.<br />
Pedestrian Crossings/Walkways:<br />
Pedestrian crossings/walkways shall be painted in accordance with local<br />
regulations to the following minimum dimensions:<br />
Width <strong>of</strong> line: 0.5 m (20 in)<br />
Length <strong>of</strong> line: 2 m (6 ft)<br />
Gap between lines: 0.5m (20 in).<br />
Pedestrian walkways must be clearly indicated <strong>and</strong> the design should keep<br />
the pedestrian clear <strong>of</strong> hazards.<br />
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St<strong>and</strong>/Gate Safety Line:<br />
The st<strong>and</strong>/gate safety line should be solid single red line indicating the<br />
boundary <strong>of</strong> the aircraft parking area. The line should be painted so as to<br />
accommodate the largest-sized aircraft onto or <strong>of</strong>f the parking position.<br />
Minimum width <strong>of</strong> line: 10 cm (4 in).<br />
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“No Parking” Areas:<br />
These areas should be marked by white hatching <strong>and</strong> should be bordered by<br />
a solid white line <strong>of</strong> the same with:<br />
Minimum width <strong>of</strong> line: 10 cm (4 in)<br />
Gap between lines: 50cm (20 in)<br />
The lines should be painted at an angle <strong>of</strong> 45º in reference to the aircraft<br />
parking-position centre line.<br />
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Ground Support Equipment Parking Areas:<br />
The lines <strong>of</strong> these areas should be demarcated <strong>and</strong> painted white. Inner<br />
marking is optional.<br />
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XVI. RUNWAY AND TAXIWAY MARKINGS<br />
Threshold Markings Designation Aiming Point Center Line<br />
Markings Marking<br />
Signage when on taxiway A<br />
Holding short <strong>of</strong> runway 16R<br />
Hold Line Marking<br />
Guidance Sign Location Sign<br />
Touchdown Zone 500 Foot Increment<br />
Markings Distance Markings<br />
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APRON FORMS<br />
FUNCTION NAME CELL PHONE<br />
Air Ops Chief<br />
Tower Chief<br />
CATO Chief<br />
FSO<br />
Marshaller<br />
Maintenance Chief<br />
Refuellers Chief<br />
First Aid Chief<br />
Air Ops Freq.<br />
FSO Freq.<br />
Tower Freq.<br />
COMMUNICATIONS<br />
Frequency Backup Freq.<br />
CAPABILITY LIST<br />
Fire Bottles Water Cart<br />
Chocks Nitrogen<br />
Follow Me Vehicle Tow Bars<br />
Golf Carts A/P Layout<br />
Ramp Passes<br />
MARSHALLERS<br />
(Follow Me 1) (Follow Me 2)<br />
Notes:<br />
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XVII. DEFINITION OF TERMS<br />
ACCIDENT Any occurrence associated with the operation or h<strong>and</strong>ling <strong>of</strong> a<br />
vehicle or an aircraft in which equipment or personnel are damaged or<br />
injured, <strong>and</strong>/or which may result in litigation for the DCA.<br />
AIRCRAFT STAND/ BAY: That area on which an aircraft is to be parked<br />
<strong>and</strong>/or h<strong>and</strong>led.<br />
AIRPORT/ AIRSIDE DRIVING PERMIT: The permit, issued by the DCA,<br />
which authorizes the holder to drive specified vehicles in airside areas.<br />
AIRPORT: International Airport.<br />
AIRSIDE: Those parts <strong>of</strong> the airport that do not allow access for the general<br />
public. Airside includes Apron, hangars <strong>and</strong> perimeter roads.<br />
APRON: A defined area on a l<strong>and</strong> aerodrome, intended to accommodate<br />
aircraft for purposes <strong>of</strong> loading or unloading passengers, mail or cargo,<br />
fuelling, parking or maintenance.<br />
APRON SAFETY BORDER LINE: A line marking the boundary <strong>of</strong> the apron<br />
<strong>and</strong> limiting any Ground Support Equipment activity beyond this line for the<br />
purpose <strong>of</strong> providing adequate clearance for adjacent taxing aircraft.<br />
APRON STAND BODER LINE: A line marking the boundary <strong>of</strong> a specific<br />
area required on the apron for the purpose <strong>of</strong> parking, servicing, loading or<br />
unloading an aircraft.<br />
AUTHORISED OFFICER: Member <strong>of</strong> the Airport Safety & Security Services<br />
Division, or <strong>of</strong> the KAIA Airport Police.<br />
ENGINE START UP BAR ON CENTRE LINE: This line provides guidance<br />
to the tractor operator <strong>and</strong> indicates the specific position to align the aircraft<br />
correctly at the aircraft pushback maneuver.<br />
EQUIPMENT RESTRAINT AREA: An area on a parking bay defined by a<br />
continuous red line within which no vehicles may be parked or driven<br />
immediately before <strong>and</strong> during the parking <strong>of</strong> an aircraft on that bay.<br />
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EQUIPMENT RESTRAINT LINES: The red lines defining the Equipment<br />
Restraint Area at which all vehicles must STOP when approaching a parked<br />
aircraft. Vehicles may then move towards the aircraft at walking pace.<br />
FUEL HYDRANT SYSTEM POSITION MARKING: Designated fuel hydrant<br />
system position marking in the aircraft parking position area. The marking is<br />
provided to identify the position so that the fuel hydrant system is clear <strong>of</strong><br />
ground support equipment.<br />
GROUND SUPPORT EQUIPMENT PARKING AREA: A specific area set<br />
aside for the parking <strong>of</strong> ground support equipment.<br />
INCIDENT: An occurrence, other than an accident, associated with the<br />
operation or h<strong>and</strong>ling <strong>of</strong> an aircraft, which affects or could affect the safety <strong>of</strong><br />
operations.<br />
INJURY: Any condition which requires medical assistance, including first<br />
aid.<br />
LANDSIDE: That part <strong>of</strong> the airport not designated as airside <strong>and</strong> to which<br />
the general public has free access.<br />
MANOEUVRING AREA: The part <strong>of</strong> the Airport used for take-<strong>of</strong>f, l<strong>and</strong>ing &<br />
taxiing <strong>of</strong> aircraft, excluding aprons.<br />
MOVEMENT AREA: That part <strong>of</strong> the Airport to be used for the take-<strong>of</strong>f,<br />
l<strong>and</strong>ing, taxiing <strong>and</strong> parking <strong>of</strong> aircraft, consisting <strong>of</strong> the maneuvering area<br />
<strong>and</strong> the apron.<br />
NOSEWHEEL STOP BAR: This line indicates the specific position where<br />
the aircraft nosewheel is to stop.<br />
NO PARKING AREA: A specific area set aside in which parking <strong>of</strong> ground<br />
support equipment is prohibited; e.g. apron-drive, passenger loading bridge<br />
movement-areas, fueling pits, etc.<br />
NO PARKING LINE: This line indicates an area where parking is prohibited<br />
<strong>and</strong> that is to remain free <strong>of</strong> all Ground Support Equipment <strong>and</strong>/or vehicles.<br />
NOSEWHEEL STOP BAR: This line indicates the specific position where<br />
the aircraft nosewheel is to stop.<br />
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OPERATOR: A person, organization or enterprise engaged in or <strong>of</strong>fering to<br />
engage in an aircraft operation.<br />
PASSENGER LOADING BRIDGE PARKING POSITION MARKING:<br />
Designated passenger loading bridge parking position marking in the area in<br />
which parking <strong>of</strong> ground support equipment is prohibited. The marking is<br />
provided to identify the fully retracted parking position so the passenger<br />
loading bridge is clear <strong>of</strong> incoming <strong>and</strong> departing aircraft.<br />
PEDESTRIAN PATHWAY/CROSSING/WALWAY: A specific area set aside<br />
for the safe passage <strong>of</strong> pedestrians, i.e. passengers, crew <strong>and</strong>/or airport<br />
personnel, to <strong>of</strong> from the airport facilities <strong>and</strong> the aircraft.<br />
PUSHBACK LIMIT LINE: A lead-out line providing guidance to the tractor<br />
operator <strong>and</strong> ensuring obstacle clearance during aircraft pushback<br />
maneuvers from an aircraft parking st<strong>and</strong>.<br />
SERVICE ROAD: A specific area set aside for the safe movement <strong>of</strong> ground<br />
support equipment <strong>and</strong> airport vehicles.<br />
STAND/GATE SAFETY LINE: A line behind which ground support<br />
equipment is kept during the movement <strong>of</strong> an aircraft on to or <strong>of</strong>f the aircraft<br />
parking position; prior to approaching the aircraft <strong>and</strong> as a safety zone for<br />
engine intake <strong>and</strong> propeller clearance.<br />
TAXIWAY/ TAXILANE: A defined path on a l<strong>and</strong> aerodrome established for<br />
the taxiing <strong>of</strong> aircraft<br />
TRAFFIC SIGNS: These include all signals, warning signs, posts, direction<br />
posts, signs, lines, lamps or other devices for the guidance or direction <strong>of</strong><br />
persons using the aerodrome.<br />
VEHICLE: Any vehicle, whether mechanically propelled or otherwise <strong>and</strong><br />
including passenger loading bridge, <strong>and</strong> any mobile equipment.<br />
VEHICLE ACCIDENT: An occurrence during which one or more vehicles, or<br />
any <strong>of</strong> the occupants, are damaged or injured.<br />
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XVIII. ABBREVIATIONS<br />
AIR OPS: AIR OPERATIONS<br />
ADP: Airport/ Airside Driving Permit.<br />
AFS: Airport Fire Service.<br />
AS: : Airport Safety.<br />
ATC: Air Traffic Control.<br />
DCA: Department <strong>of</strong> <strong>Civil</strong> <strong>Aviation</strong>.<br />
ERA: Equipment Restraint Area.<br />
ERL: Equipment Restraint Lines.<br />
FOD: Foreign Object Debris.<br />
FSO: Flight Security Officer.<br />
GSE (Road): General Service Equipment Road.<br />
GC: Ground Control<br />
NPA: No Parking Area.<br />
PLB: Passenger Loading Bridge.<br />
AVP: Airport/ Airside Vehicle Pass.<br />
PPE: Personal Protective Equipment.<br />
SSD: Security Services Division<br />
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INTENTIONALLY LEFT IN BLANK<br />
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